RT&S June 2016

June 2016 | www.rtands.com

DE NG A GR SSI IDE O U CR M G DE E& INSI

LEVELING UP

ON GR ADE CROSSINGS PLUS FRICTION MANAGEMENT TRANSIT M/W: LACMTA AND ALSO AREMA NEWS P.45

Contents June 2016

News

Features

14

Industry Today 5 Supplier News 8 People

Grade-crossing surfaces A variety of materials can comprise some of the industry’s hardest working PR tools: Grade crossings.

loram maintenance of way, Inc.

4

RAILWAY TRACK AND STRUCTURES

38

Columns

14

Friction management Less material that performs better and longer is just one advancement suppliers have brought to the industry to better friction management practices.

42

hiRAIl Corporation

LACMTA growth plan The third largest transit agency in the nation has plans to change the way L.A. looks and travels from Point A to Point B.

38 Departments 10 TTCI R&D 45 Arema News 52 Calendar 52 Products 53 Advertisers Index

A CN train traverses over an Omni Rail Products grade crossing.

Story on page 14

3

On Track Tough trudge for transit funds

9

NRC Chairman’s Column Rail transit investment needed, must be spent

53 Sales Representatives 54 Classified Advertising 55 Professional Directory FOLLOW US on Twitter LIKE US on Facebook

Special Section

22 33

Grade-Crossing Surface Data Sheets

lacmta/thesource

Grade-Crossing Equipment & Materials Guide

42

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Railway Track & Structures

June 2016 1

On Track

RAILWAY TRACK AND STRUCTURES

Vol. 112, 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 Mischa Wanek-Libman/Editor, mischa@sbpub.com Jennifer Nunez/Assistant Editor, jnunez@sbpub.com CORPORATE OFFICES 55 Broad St 26th Fl. New York, N.Y. 10004 Telephone (212) 620-7200 Fax (212) 633-1165 Arthur J. McGinnis, Jr./ President and Chairman Jonathan Chalon/Publisher Mary Conyers/Production Director Wendy Williams/Creative Director Maureen Cooney/Circulation Director Michelle Zolkos/Conference Director

RT&S Railway Track & Structures (Print ISSN 00339016, 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 SimmonsBoardman 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 indi vidual in the railroad employees may request a free subscription. Non-qualified subscriptions printed and/or digital version: 1 year Railroad Employees (US/Canada/Mexico) $16.0 0; all others $46.0 0; foreign $80.00; foreign, air mail $180.00. 2 years Railroad Employees US/Canada/Mexico $30.00; all others $85.00; foreign $140.00. Single copies are $10.00 ea. Subscriptions must be paid for in U.S. funds only. COPYRIGHT © Simmons-Boardman Publishing Corporation 2016. All rights reserved.

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Tough trudge for transit funds

I

t can be difficult for those within an industry focused solely on infrastructure to be reminded that folks on the outside may fail to find excitement in construction, maintenance or anything else having to do with that infrastructure. Their loss, right? But it’s an important distinction to make, especially as it pertains to funds for transit.

One of the common challenges shared by transit agencies is how to pay for growth and, at times, core maintenance when budgetary concerns crop up on a regular basis.

At the federal level, there are various programs, grants and loans designed to offer assistance to any given project meeting certain criteria. But the support made available to public agencies at the state level can be the element that propels a project toward fruition or stops it.

In Minnesota, state lawmakers failed to pass transportation funding legislation before the session ended in late May. What is at stake are annual road and bridge funds for the state but also the Minneapolis to Eden Prairie Southwest light-rail project. The planned project needed to secure the final 10 percent of the state’s cost share to qualify for nearly $900 million in matching federal funds.

While the Metropolitan Council is trying to figure out how to finance the project, its Chairman Adam Duininck was quoted in the Star Tribune as saying the council is without a Plan B. So, how does an agency convince elected officials at the state level more than bare bones funding is needed?

How does an “unexciting” or “unsexy” topic get sold?

One agency that got it right was the Southeastern Pennsylvania Transportation Authority (SEPTA), which faced a multi-billion-dollar backlog of infrastructure improvements in 2013. SEPTA developed a 10-year Service Realignment Plan that would have cut service and reduced SEPTA’s network to a size that could have been safely maintained if funding levels had remained unchanged.

The commonwealth heeded the plan and

passed Act 89, which restructured the gas tax and increased various fees to help fund a long-term transportation solution and provided SEPTA with enough long-term funding that it could begin plans to clear a $5-billion backlog of state-of-good-repair work.

Another option that has seen an increase in popularity during the past 15 years is to have voters decide on transportation funding options. This works well for elected officials because no one wants to be the person who raises taxes, even in the name of dependable transportation funding. But this option can be subject to economic winds. It can be difficult for a voter to envision five to seven years ahead to the benefits of an as-yet-to-be-built transportation route when they may be having trouble getting through to the next paycheck.

Los Angeles County Metropolitan Transportation Authority (LACMTA) Board, story on page 42, is considering whether to put a half-cent sales tax initiative on the November ballot to generate a projected $120 billion for transportation objectives over the next 40 years.

LACMTA seems to be on a winning streak with the community judging by its response to the recently opened Expo Line extension to Santa Monica.

During the first Monday following its opening, the extension saw more than 12,000 new riders. Should the LACMTA Board put the issue to a vote, perhaps voters would recognize the value of a longer-term funding solution.

The world of transit is a tough place.

There are interesting projects and initiatives being developed, but more could be done under a less constrained environment. Should public agencies be forced to expend the time required to find funds needed for these projects or should they be able to focus on what they do best: Move people.

Mischa Wanek-Libman, Editor Railway Track & Structures

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INDUSTRY TODAY Amtrak 188 probable cause: Human error The National Transportation Safety Board (NTSB) held a meeting May 17 where it found the probable cause of the May 2015 Amtrak derailment in Philadelphia that left eight dead and dozens more injured to be the locomotive engineer’s loss of situational awareness. NTSB Member Robert Sumwalt said the situation went from distraction to disaster.

The engineer’s attention was diverted to an emergency situation with another train just prior to the accident. NTSB said the lack of a functioning Positive Train Control (PTC) system contributed to the accident and would have prevented it from occurring, while stronger windows and occupant protection would have lessened the severity of injuries and deaths that occurred during the derailment.

NTSB issued 11 safety recommendations in the report, which will be available for viewing in several weeks.

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Union Pacific details capital plans for 10 state programs Union Pacific outlined its capital plans for 10 states. The Class 1 plans to spend $1.165 billion to maintain infrastructure in Texas, California, Arkansas, Illinois, Nebraska, Colorado, Kansas, Louisiana, Missouri and Arkansas in 2016.

Of the total planned expenditure, $1.002 billion will be spent to maintain track and $155.5 million will go toward bridge maintenance in the 10 states. The railroad will replace 186 miles of rail, 1.05 million crossties, 343.2 tons of ballast and perform undercutting along 97 miles.

Texas will see the largest investment with a planned spend of $513 million, which includes $429 million for track, $79 million for bridges, the replacement of 42 miles of rail, 83 tons of ballast and approximately 183,000 crossties.

California’s planned program spend is estimated to be $121.6 million; $104 million for track and $17.3 million for bridges. The California program also includes the replacement of 12 miles of rail and 76,159 crossties.

UP’s planned $83 million Arkansas program, $73 million for track and $9 million for bridges, will allow the railroad to perform 39 miles of rail replacement, 73,237 crosstie replacements and 49.14 tons of ballast replacement.

The railroad’s $78.8 million Illinois program will see $73.8 million in track maintenance, $4.8 million in bridge maintenance, 13 miles of rail replaced, 116,000 crossties replaced and 48.3 tons of ballast.

UP plans to spend $78.6 million in its home state of Nebraska, which includes $71 million for track, $7.5 million, the replacement of 35,000 crossties, as well as 97 miles of undercutting.

The Class 1 plans to have a $70.9 million Colorado program, $67 million for track and $3.4 million for bridges and will replace 36 miles of rail, 74,000 crossties and 52.9 tons of ballast.

The $70 million planned Kansas program includes $65 million for track and $5.7 million for bridges, as well as the replacement of 12 miles of rail, 67,000 crossties and 44.08 tons of ballast.

Louisiana will see 29 miles of rail replaced, 86,665 crossties replaced and 44.81 tons of ballast replaced in UP’s planned $58 million state program.

UP’s $54 million Missouri program includes $38.7 million for track, $15.5 million for bridges, as well as the replacement of 141,000 crossties and 51 tons of ballast.

The final state program available as of press time was Arizona where a planned $37.7 million investment, $29 million for track and $7.3 million for bridges, will replace three miles of curve rail and 205,855 crossties.

UP plans to spend $3.75 billion across its network this year, following investments totaling approximately $33 billion from 2006-2015. The railroad said these investments contributed to a 25-percent decrease in derailments during the past 10 years.

June 2016

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INDUSTRY TODAY Pennsylvania commits $36 million for 31 rail projects across state The Pennsylvania State Transportation Commission approved $36 million for 31 rail projects across 34 counties.

The Rail Transportation Assistance Program (RTAP), a capital budget grant program funded with bonds, supported 15 of the projects and the Rail Freight Assistance Program (RFAP), which is underwritten through a multimodal fund created by Act 89, supported 16 of the projects. Both programs are managed by the Pennsylvania Department of Transportation.

“Pennsylvania has the most railroads in the country and these make up a vital component of our economic and transportation activities,” said Gov. Tom Wolf.

An example of the projects provided funds through the RTAP include: • $5 million to the Reading Blue Mountain & Northern Railroad to construct a new bridge across the Lehigh River and approximately 1,200 feet of new track related to the construction of the bridge • $3.6 million to Buffalo & Pittsburgh Rail-

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road Inc. for improvements to Butler Yard and shop tracks, as well as yard tracks the company leases, restoration of a crossover connection and repairs to eight bridge structures on its northern subdivision.

• $3.5 million to SEDA-Council of Governments Joint Rail Authority to upgrade five bridges and replace one bridge • $3.4 million Union Railroad Company to repair and rehabilitate the East Pittsburgh Viaduct, including concrete repairs, structure drainage corrections, a 1,600-foot passing siding and adding a new walkway and handrails • $3 million to CSX to construct new main lead track, crossovers, turnouts and derails to allow intermodal trains to pull off the McKees Rocks mainline to serve the Pittsburgh Intermodal Terminal Funds awarded through RFAP range from $133,000 to $700,000 and will be used to replace special trackwork, surface track, replace crossties, repair bridges and rebuild grade crossings among other improvements.

Supplier News Metro-North Railroad entered into a contract with Ensco Inc. to design, build and deliver a track geometry vehicle.

HDR Architecture and Engineering, PC, was awarded a $2.9-million contract from Metropolitan Transportation Authority for work on the Willets Point Station for New York City Transit’s No. 7 train station.

Protran Technology has secured an order

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INDUSTRY TODAY Supplier News from CSX for its COMPASS™ railway asset location and awareness systems for installation on 40 of its railway track maintenance machines, with expectations for follow-on orders.

STV was awarded a $4.6-million contract from the Metropolitan Transportation Authority for work at the Long Island Rail Road’s Mets-Willets Point Station.

TranSystems Corporation celebrated 50 years in business

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OmniTRAX, Watco take steps to add properties to shortline holdings OmniTRAX and Watco Transportation Services, LLC (WTS), advanced separate deals that would add new railroads to their respective portfolios.

The Kanawha River Railroad (KNWA), a subsidiary of WTS, reached a definitive agreement with Norfolk Southern to lease and increase operations on 309 miles of rail line in Ohio and West Virginia.

The lines run from Refugee, Ohio (just southeast of Columbus) to Alloy, W.Va., and Cornelia, W.Va., to Mullens, W.Va. KNWA plans to return the entire mainline between West Virginia and the Columbus area to daily operation in July 2016. Norfolk Southern suspended operations on part of the line in Ohio in early 2016 due to declining rail traffic volumes and rerouted traffic on other routes.

The Watco Team is excited to serve the customers in Ohio and West Virginia,” said Watco Chief Commercial Officer Ed McKechnie. “Our team is prepared to offer our new customers in the agriculture, energy

June 2016

and chemical industries the transportation service product they need to move their product to their end customer.”

In Texas, the Heart of Texas Railroad (HTR) is being acquired by a managed affiliate of OmniTRAX, Inc., an affiliate of The Broe Group.

The 68-mile line runs due west from Lometa, Texas, where it interchanges with BNSF, to Brady, Texas. Potential new customers include an aggregate quarry, a cement factory and frac sand producers. The line will be renamed Central Texas & Colorado River Railway, LLC. “The Central Texas & Colorado River Railway is a great opportunity for OmniTRAX with at least three good longterm mineral prospects on the line. As a distressed asset that can be turned around with our expertise, it’s right in our sweet spot,” said Kevin Shuba, chief executive officer of OmniTRAX. Both transactions are subject to Surface Transportation Board approval.

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INDUSTRY TODAY WMATA’s final SafeTrack plan to tackle safety, maintenance holes The Washington Metropolitan Transportation Authority (WMATA) released its final SafeTrack plan, which is an accelerated maintenance effort that aims to compress three years worth of work into one year.

The plan significantly expands maintenance time on weekends, weeknights and midday hours and includes 15 “Safety Surges”– long-duration track outages for major projects in key parts of the system.

The plan addresses Federal Transit Administration (FTA) and National Transportation Safety Board (NTSB) safety recommendations and deferred maintenance backlogs while restoring track infrastructure to good health.

In addition to the Safety Surge projects, SafeTrack also includes closing the Metrorail system at midnight every night (rather than at 3 a.m. on Friday and Saturday nights) and expanding weekday maintenance opportunities by starting selected work at 8 p.m., rather than 10 p.m.

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Supplier News

Each of the 15 Surge projects will result in either around-the-clock single tracking or shutdowns of selected track segments and will have a significant impact on rush-hour commutes. Many of the Surges will severely reduce the frequency of trains, resulting in crowding and extended wait times.

The first Safety Surge project will begin June 4 and involves continuous single tracking between East Falls Church and Ballston stations while miles of deteriorated wood ties are removed, the substructure of the railroad is rebuilt and new ties, fasteners, ballast and other infrastructure is installed. The duration of this project is 13 days and will result in reduced service at all Orange and Silver line stations, especially those stations west of Ballston where trains will only run every 18 minutes.

Independent verification and inspection of trackwork will be performed regularly to ensure that the work is being done correctly and efficiently.

April 21 throughout its more than 30 offices nationwide.

Terminal Railroad Association of St. Louis awarded Wabtec Corp. a contract worth about $21 million to design, install, test and commission a Positive Train Control system.

Xplore Technologies Corp., manufacturer of rugged tablet computers, has been awarded a $1-million order for its Xplore Bobcat tablet computers from a U.S. railroad transportation company.

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PEOPLE

Dave Freeman has been named executive vice president of operations at BNSF, replacing Greg Fox who retired.

CSX named Cressie Brown senior vice president and chief administrative officer, Kathleen Brandt senior vice president and chief information officer and Zachary Jones vice president of labor relations; Lisa Mancini, executive vice president and chief administrati ve officer, will retire, effective July 1.

Kevin Haboian has joined HNTB Corporation in the new position of chief business development officer and senior vice president.

Patrick Ottensmeyer will succeed David Starling as Kansas City Southern’s chief executive officer, effective July 1, 2016, when Starling plans to retire; Ottensmeyer will keep the title of president, a position he assumed on March 1, 2015.

David Wemmer joins planning, engineering and program management firm Lockwood, Andrews & Newnam, Inc. as California rail and transit director.

Massachusetts Bay Transportation Authority (MBTA) General Manager Frank DePaola plans to retire after his appointment expires on June 30; MBTA Chief Administrator Brian Shortsleeve will step into the role of acting general manager, effective July 1, with MBTA Chief Operating Officer Jeffrey Gonneville assuming additional responsibilities.

Ronnie Campbell joined Metrolink as chief financial officer.

Moley Magnetics, Inc., p r o m o t e d Je ff Seavers to national sales manager.

Ant Watson has stepped down as chief executive officer of voestalpine Nortrak Inc.; Dave Millard has replaced Watson as CEO, Ludwig Freytag was named chief financial officer and Brian Abbott was named chief operating officer.

Protran Technology, a division of Harsco Rail, has hired Clay Bunting as deputy director.

Will Flores, joined STV as a vice president in its Transportation & Infrastructure Division.

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NRC CHAIRMAN’S COLUMN

Rail transit investment needed, must be spent

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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As I drive the Pennsylvania Turnpike on the way home from the Atlas Railroad Construction equipment auction, where, as always, the Blackmon Auction team did another fantastic job, I reflect on how our industry has changed and grown over the years, yet still remains very much the same. It was great to catch up with a lot of other fellow contractors at the auction.

Across many discussions there was a common thread that there is great opportunity for rail contractors in today’s landscape. And now is the time for contractors and the NRC to push for changes that will help strengthen and grow not only the contracting industry itself, but also the country’s infrastructure.

New rail transit lines are being built, existing lines are being expanded, rail ridership is solid even in the face of low gas prices and all the while the transit agencies try to keep up with the daunting task of maintaining their aging systems with limited track time and limited resources. Contractors have played the lead role constructing many of the new transit lines and expanding the existing lines, typically through a transparent competitive bid process. However, contractors, for the most part, have not been utilized to the fullest extent possible to assist the transit agencies with maintaining their existing rail infrastructure, as much of that work has migrated in-house over the years, where it is typically performed adequately, but perhaps not as cost-efficiently and productively as possible.

With the rail transit state of good repair backlog in the country standing at a staggering $65 billion dollars ($65,000,000,000 for emphasis) and resources for public investment in infrastructure being stagnant at best, the pressure to utilize scarce resources as efficiently as possible should mount quickly.

Contractor s can provide rail transit agencies a cost efficient and timely option to perform track maintenance and capital work, without increasing the agencies’ equipment costs, personnel costs and long-term pension liabilities. Utilizing contractors also allows an agency to perform large amounts of work in a short time, which is crucial given the massive and sometimes critical rehabilitation needs particularly of some of the older legacy rail transit systems. As far as procuring those contractors, the tried and true competitive bid process allows the agencies to get the most bang for their buck. The NRC’s 400-plus members

throughout the country are ready and eager to provide the transit agencies services that they may need.

And these NRC member companies are committed to the highest standards of safety every day. The NRC safety committee provides numerous resources for our member companies to take advantage of, including safety tool box talks, safety training videos, roadway worker protection training templates, pocket safety manuals and much more. We also have an annual safety awards contest and every year, the submittals get more and more impressive. In 2015, of the 50-plus NRC member contractors that participated in the annual Safety Awards contest, 90 percent had a U.S. Department of Labor OSHA Work-Related Injuries and Illnesses Days Away/Restricted or Transfer rate under 1.00 and more than two-thirds had a National Council on Compensation Insurance Experience Modification Rating of under 0.79.

For more information on these and many other member benefits the NRC provides, please visit www.nrcma.org.

As NRC members make this case every day to their customers, the NRC itself will also make this case publically and will work with Cong ress and the Federal Transit Administration in Washington, D.C., to ensure that the country makes the required large public investments in rail transit infrastructure and that the rail transit agencies effectively utilize those investments by working with the rail contracting industry.

Just a reminder, the AREMA conference this year runs from Sunday, August 28, through Wednesday, August 31. The conference is being held at the Hilton Orlando and registration is now open. It is suggested that you register early and book your stay as soon as possible. I look forward to seeing everyone at this event in Orlando.

And it’s not too early to get your first 2017 event on the calendar. The NRC Conference will be held January 8-11, 2017, at the Boca Raton Resort in South Florida. Registration and exhibitor information will be available soon at www.nrcma.org.

Finally, I wish ever yone a safe and successful month.

by Chris Daloisio, NRC Chairman Railway Track & Structures

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TTCI R&D Old steel spans for new bridge research at FAST TTCI engineers test steel deck plate girder spans for accurate safe service life expectancy.

by Duane Otter, PhD, PE, principal engineer, TTCI.

A

s interest in aging railroad bridges has risen, Transportation Technology Center, Inc. (TTCI), engineers recently installed two short steel deck plate girder (DPG)

spans in place of two conventional, prestressed concrete spans in a test bridge at the Facility for Accelerated Service Testing (FAST) in Pueblo, Colo. The two steel spans, both more than 100 years old, are typical of riveted deck plate girders that were fabricated during that era and are still in service throughout North America. According to a recent survey by TTCI, about 50 percent of the steel DPG spans currently in service are 100 years or older. The steel DPG span is likely the most common of steel span types in railroad service. The goal of the study, sponsored by the Association of American Railroads (AAR) Strategic Research Initiative (SRI) Program, is to provide information for better estimating the safe service life of this common steel span — a work horse of the industry.

Installation; configuration

The spans were installed as open deck spans in a five-degree curve with four inches of superelevation. Both were open deck spans during their years of revenue service.

The donating railroads also provided deck timbers. Superelevation for the installation at FAST was handled in the spans rather than the ties, as shown in Figure 1. Both methods of handling superelevation are common in revenue service.

Figure 1, top: Installation of 32-foot DPG span at FAST showing superelevation of span.

Figure 2: FAST West Steel Bridge with 24and 32-foot riveted steel DPG Spans.

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Figure 3, left: Typical time history of tension flange stress in 32-foot DPG span under FAST train.

Figure 4: The 32-foot riveted DPG span with safety cribbing for Member Level Redundancy Test.

Life estimation

The AAR SRI bridge research program has a new emphasis on steel bridge life estimation. Part of the effort to extend safe service life is an investigation of techniques from the pipeline and aircraft industries called “fitness for service.”

The current efforts are focusing on gathering data on typical riveted steel DPG spans at FAST and in revenue service, clarification, better application and possible modification of existing fatigue life provisions and quantification of internal redundancy benefits of builtup girders. Future efforts may include incorporation of additional inspection infor mation, additional material properties and reliability analyses.

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Installation of these two girder spans in one of the FAST test bridges is already helping this effort. These span lengths installed in the FAST West Steel Bridge measure 24 feet and 32 feet. They complement the 55.5- and 65-foot spans installed in the FAST East Steel Bridge.

Figure 2 shows the West Steel Bridge with the two short steel spans.

Description and history

The 24-foot span, donated by Norfolk Southern, was fabricated in 1913 and was removed from revenue service in late 2014. The girders of this span are spaced on 6.5-foot centers. No modifications were perfor med on the span for installation at FAST. It originally served

on a Norfolk & Western mainline near Salem, Va. The normal rating on the span is E-69. The span was subjected to heavy coal traffic in addition to mixed freight traffic during its time in revenue service.

The equivalent Cooper’s Loading of the FAST heavy-axle-load train on the high rail girder is E-74. The high rail girder is subjected to heavier loading under normal train operations at 40 mph compared to the balanced speed of 34 mph.

The 32-foot span, donated by Canadian Pacific, was fabricated in 1904 and was also removed from revenue service in late 2014. The girders of this span are spaced on nine-foot centers.

This span was originally 33-feet long while in service on CP. TTCI crews cut

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TTCI R&D Figure 5: Detail of 32-foot DPG span showing notch locations, as well as measurement and safety equipment.

about six to seven inches of length from each corner in order to fit the span in the 32-foot opening. Additional web stiffeners were added at each corner to compensate for the removal of an end stiffener and relocation of the bearing area. The span originally served on a

mainline near Fernie, B.C., Canada.

The normal rating on the span is about E-54. The span was subjected to heavy unit train traffic including coal, grain and potash, in addition to mixed freight traffic during its time in revenue ser vice. The equivalent

Cooper’s Loading of the FAST heavyaxle-load train on the high rail girder of this span is E-72. Both spans are being overloaded intentionally at FAST in an effort to accelerate results.

It is noted that the installation of open deck spans on a superelevated curve requires considerable extra effort compared to ballast deck spans. If a span needs to be changed out during a short track window, the use of a ballast deck span is highly recommended, as track can be laid and adjusted quickly. For installation of these open deck spans, the tie plate and rail locations were surveyed and set after the spans were in place.

Measurements

These spans have been instrumented to measure mid-span displacements, as well as tension flange strains near mid-span and quarter-span locations.

This data collection system is in service 24 hours a day and is automatically triggered by trains traversing the bridge.

Since there is no electric power near this location, the system is powered by batteries that are kept charged by wind and/or solar power. Data is downloaded periodically. Protection from vandalism is not necessary for this installation at FAST, but might be a concern in revenue service.

Figure 3 shows a typical time history for the tension flange strain in the 32-foot span during a train pass.

The equivalent stress range is 10 ksi for purposes of fatigue evaluation. Note that this short span experiences a full loading and unloading cycle for each car in the train. The span is shorter than the inside axle spacing of the 53-foot cars in the FAST train. For this reason, short girders are more susceptible to fatigue than intermediate length girders as in the other steel bridge at FAST. Those girders, at 55.5 feet and 65 feet in length, do not experience complete unload during a train pass; thus, the stress ranges for each car traversing the bridge are not as large.

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Redundancy test

Typical riveted steel girders are made up of several pieces — often including a web plate, four flange angles (two top and two bottom) and multiple cover plates (top and bottom). Some cover plates might only be partial length, centered at mid-span where bending moments are typically largest. Because of the multiple layers of steel and mechanical fasteners, crack propagation is inhibited by rivet holes, as well as layer boundaries. The multiple pieces provide what has been termed “member l e ve l r e d u n d a n c y.” I n l a b o r at o r y studies of built-up g irder s by Dr. Robert Connor of Purdue University and Dr. Matt Hebdon of Virginia Tech.

1,2 Dozens of girders were subjected to crack initiation, cyclic loading and, u l t i m a t e l y, m e c h a n i c a l l y - i n d u c e d cover plate fracture. For all typicallyproportioned girders, the fracture of a cover plate did not lead to rupture of the entire girder or any of the bracing m e m b e r s . To c o m p l e m e n t t h e i r laboratory work, Connor and Hebdon are collaborating with TTCI to conduct a full-scale, in-service test at FAST. Objectives of this testing at FAST are threefold: 1) deter mine crack growth rate, which provides information regarding suitable inspection intervals; 2) deter mine cr itical crack length at which fracture might occur and 3) determine whether fracture propagates to additional components of the builtup girder, or the number of additional cycles required to do so. This test will be unlike the laboratory test in that no mechanically-induced fracture is planned in the near term.

The 32-foot span was chosen for this test for a number of reasons, among which is the fact that it is the most overloaded span at FAST and hopefully will provide results the soonest. In preparation for this test, TTCI installed cribbing beneath the span to limit deflection in case of an unexpected, significant event. Additional instrumentation includes more strain gauges near mid-span to detect changes in girder response in cover plates, lower flange angles and web plate. Several safety systems include a deflection limit switch connected to a flashing beacon, a series of crack growth detection gauges connected to a second flashing beacon and a www.rtands.com

resettable maximum deflection indicator.

Figure 4 shows the span with the extra cribbing installed.

In order to induce cracking in the span, three transverse notches were cut into the bottom cover plate near midspan and about three feet on each side of mid-span. The notches are nearly the full depth of the cover plate and about 1.5 to two inches in length.

Figure 5 shows the locations of the three notches (in the bottom flange below the numbers 1, 2 and 3), as well as some of the associated instrumentation and safety detection equipment.

As of this writing, cracks are visible in all three notches, but none have progressed beyond the notches.

In conjunction with this effor t, material property characterization tests have been completed for the 32-foot span using mater ial cut from the ends when shortening the span. Test parameters including steel chemical composition analysis, tensile strengths and Charpy V-notch tests over a range of temperatures. The data are typical for bridge steel of 1904.

The results from these tests at FAST, as well as complementary testing in revenue service and further analytical work, are expected to result in better estimation of steel bridge capabilities and safe service life. This in turn should lead to better prioritization of bridge capital and maintenance expenditures.

Acknowledgements

TTCI g ratefully acknowledges the support of the railroad bridge community in this effort. In particular, thanks to John Unsworth of Canadian Pacific and Jim Car ter of Norfolk Southern for making the span donations possible and BNSF for donating transportation of spans.

References 1. Hebdon, M. and Connor, R. (2015).

“Towards a Better Estimation of Inspection Intervals for Cracking Steel Railroad Bridges.” Paper presented at 2015 AREMA Annual Conference, Minneapolis, Minn.

2. Hebdon, M. and Connor, R. (2016).

“Fracture Resilience and Redundancy of Built-up Steel Girders.” Paper presented at 2016 World Steel Bridge Symposium, Orlando, Fla. Railway Track & Structures

June 2016 13

2016 annual

grade crossing report A HiRAIL Full-Depth Rubber Gage panel being placed.

Whether they are made of concrete, wood, composite or rubber, grade-crossing surfaces are made to provide a smooth, safe surface for railroads and vehicles to traverse across.

M

anufacturers and suppliers of grade-crossing surfaces continue to work to provide the easiestto install products for the railroads while keeping safety for all in mind.

American Concrete/Enterprise Concrete

American/Enterprise Concrete Products (ACP/ECP) manufactures panels for any length of tie and any tie spacing. The company supplies eight-foot and one-and-

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June 2016

by Jennifer Nunez, assistant editor

a-half-inch, nine-foot and 10-foot long panels that are manufactured with a non-slip surface that is sealed to prevent ion mitigation from salt and other chemicals.

Buz Hutchinson, railroad sales and service at the company, notes that transit and high-speed rail projects are being constructed at an all-time high pace and many new intermodal yard projects are being constructed now. “With the high demand, the Class 1 railroads are turning over standardized, high quality product lines

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at ECP and ACP,” said Hutchinson. “The Class 1s are increasing their project planners to keep up with current and future work; they know to go with products they can trust and companies that can rapidly adapt to any changes that are presented.”

ECP and ACP combine to deliver a high-quality, standardized crossing product that is in great demand with Union Pacific and BNSF and an expanding high-speed rail market, Hutchinson says.

“Although the oil-by-rail and coal market have fallen off recently, the rail industry recognizes the current rail infrastructure is insufficient to meet future demand.

Intermodal facilities are being constructed to help resolve the highway congestion worsened by high truck traffic.

Double and triple tracks are being added across the U.S. and our crossing business has dramatically expanded with this growth,” described Hutchinson.

American/Enterprise Concrete Products says it is currently working to develop a new crossing panel with a more durable material to facilitate the heavy truck traffic.

ECP and ACP production facilities are AAR/M1003 and PCI Certified with all QC staff certified by these organizations. American/Enterprise Concrete Products has a PHD-led Engineering Design and Drafting Department which can assist with any new concepts.

“A certification is one thing, but the ability to apply new knowledge, with tried and true quality processes, is what our people do for our products,” Hutchinson commented.

Century Group

Century Group Inc. has produced precast concrete gradecrossing panels for more than 25 years and has been in the precast business for 70 years.

“All of our manufacturing facilities are National Precast Concrete Association certified and we have achieved OSHA’s SHARP certification this year,” said Jerr y McCombs, vice president of the Railroad Products Division.

Century specializes in custom manufacturing panels for various track configurations, such as turnouts, diamond crossovers, wide/narrow gauge, extreme loads, pedestrian and American with Disabilities Act compliant crossings.

The company provides personnel that mobilize to project sites to assist customers in the design and development of these custom panels. Centur y takes “as built” measurements of track structure to ensure an exact fit that meets the customers’ needs and the parameters of sitespecific applications.

Century continues to batch/mix all of its own concrete at the company-owned and operated facilities verses using ready mix combined with utilizing grade 72 reinforcement verus the industry standard of grade 60.

“The 12,000 psi stronger reinforcement, combined with hands-on QA/QC from batching/mixing our own concrete enables us to provide the highest quality product to the marketplace,” explained McCombs. “Improved capacities and inventories at our manufacturing facilities allows us to continue to respond quickly to our customers’ needs.” www.rtands.com

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annual crossing report Century Group offers ADA-compliant concrete grade crossings to railroads for a smooth ride for all.

HiRAIL Corporation

HiRAIL Corporation manufactures a complete line of rubber gradecrossing surfaces including Hi-Rail, Pede-STRAILTM and Hi-Rail Rail Seal (RS). HiRAIL says its full-depth rubber crossings are a green product, manufactured from recycled vehicle tires. The crossings can also be recycled at the end of their useful life.

HiRAIL full-depth rubber gradecrossing systems provide a smooth, safe and attractive crossing surface for motor vehicles, the company notes. They are manufactured to accommodate most common rail sizes, rail fastenings and wood, concrete or

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annual crossing report steel ties. HiRAIL full-depth rubber crossing systems are available in both lagged and lagless designs.

The company says the lagless design lessens crosstie degradation, as well as allowing for installation on concrete and steel ties.

Pede-STRAIL is a pedestr ian crossing surface that meets ADA requirements. Pede-STRAIL has all the features of HiRAIL full-depth rubber and comes with a raised diamond surface for pedestrian stability.

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

“For HiRAIL, the demand this year is down from last year,” noted Walt Barr y, vice president. “The majority of our crossing material sold this year has been to Class 1 railroads performing routine crossing

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maintenance and to contractor s working at industrial sites. I think the crossing surface maintenance budgets have decreased. Unless rail traffic improves, I don’t expect it to get much better this year.”

Koppers

Koppers Inc. produces full-depth panels to cover eight-foot six-inch, nine-foot and 10-foot crossties, which are flush at the ends of the tie, as well as gauge and field flangeway panels for use with asphalt or concrete centers between the rails.

“Customers are more concerned these days with having the panels flush at the ends of the ties,” explained Kevin Reinhart, sales representative.

“In the past, contractors may purchase panels that did not extend to the end of the tie or extended past the end of the tie. That has changed.”

Reinhart says that budgets have been decreasing this year as carloads

are down due to the downturn in the coal and gas industries.

LT Resources

LT Resources, Inc., is preparing to roll out its newest crossing product this summer. The company says its ENDURANCE ® SCP utilizes an innovative technology not previously used in grade crossings and incorporates many of the features from its popular ENDURANCE-XL PLUS design, as well as some new features.

“The result is an additional durable, long-lasting grade-crossing surface material option to fill our customers’ needs,” explained Linda Thomas, president. “ENDURANCE SCP can also be supplied in various colors and patterns to address the industry’s focus on highway-rail grade-crossing safety.”

ENDURANCE-XL PLUS crossings are manufactured using an engineered plastics for mulation and can accommodate all mainline rail profiles

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June 2016 17

annual crossing report and fastening systems. With built-in composite flangeway filler and lifting devices, the panels are said to be quickly and easily installed due to a limited number of parts. Just lay them down, lag them down and go, the company says.

Standard ENDURANCE-XL (dowelled) panels are now manufactured in full-depth in six-inch, 7-1/2-inch and 8-1/4-inch panel thickness to accommodate most rail sizes for use with both eight-foot six-inch and 10-foot ties.

ENDURANCE-XL notched flange material is available in all of these sizes, as well for use in composite and asphalt applications – an alternative to the traditional timber and asphalt design.

“Demand for our products continues to be high for state highway-rail grade crossings, as well as new industrial development,” noted Thomas. “Railroads continue to make the best use of their budgets by investing in innovative, sustainable products that provide the best long-term performance whenever possible.”

Oldcastle Precast

Oldcastle Precast has worked with its railroad and contractor customers to produce custom StarTrack Crossing Systems for radius track with restraining rail and colored concrete.

All of the company’s StarTrack surfaces are one-piece

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June 2016

casting precast concrete modules, with embedded Pandrol shoulders and E-clip fasteners, placed on a prepared subgrade with no ties. The 17-foot, six-inch long StarTrack modules are said to be ideal for quick construction through long, straight crossings or street running track applications.

“We continue to see transit agencies and freight railroads interested in installing crossing systems that can stand up to increasing vehicle and heavy truck traffic with little to no longterm maintenance,” explained Patrick Juelich, regional business manager of rail. “Crossing surface durability is only as good as it’s foundation and many crossings have poor soil conditions.

These problem crossing areas can be solved through stabilizing the sub base, improving drainage and distributing loads over a larger area with our StarTrack crossing systems.”

Omega

Omega Industries, Inc., is an approved crossing supplier to BNSF, Union Pacific, Canadian Pacific, Canadian National, Kansas City Southern, Alaska Railroad and a host of shortline railroads, transit, industry and port authorities.

“Over the years, we have established a reputation for our quality work, quick delivery and customer service,” noted National Sales Manager Mark Mottola. “We are known throughout the industry for tackling some of the most difficult crossing situations. Whether it’s a DF track crossing,

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annual crossing report high degree of curve with restraining rail, narrow gauge or heavily-used industry track, we have the engineering capabilities and experience to take on the job.”

Omega’s product line includes BNSF/UP common standard lag-down panels, Canadian standard lag-down panels, non-lag panels for use on concrete ties, curved panels, custom turnout panels, DF track crossing panels, ADA-approved pedestrian panels, narrow gauge panels and steel switch point covers.

“We are proud to say that all steel, rubber and concrete products we use are made in the USA,” Mottola commented.

Omni

Omni Rail Products, Inc., offers a variety of grade-crossing solutions, including its TraCastTM tub-style crossing, which is a one-piece concrete design; Full-Depth Heavy Duty Crossing made with virgin rubber; Steel Reinforced Rubber crossings, which is said to work well for small rail sizes; VRA Rail Seal crossing, which is a solid molded product (no holes); ECR Concrete crossing with attached rubber and an Improved Concrete/Full-Depth rubber between rail and concrete crossing.

Bob Cigrang, vice president of sales says the company is seeing more steel ties in industrial applications than other forms of crossties.

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Rocla

“The demand is down this year compared to the past few years when it was very strong,” noted Scott Craig, sales manager of specialty products at Rocla Concrete Tie, Inc. “The second quarter is always our busiest time, though it is steady this year, it isn’t near what it has been. I think most of this is due to decreasing budgets from both the railroads and the states. I hope to see the demand increase as we head in to the summer months.”

Rocla’s grade-crossing facility, which is PCI and AAR M-1003 certified, is located in Sciotoville, Ohio. The company’s crossing design is a full-width, full-depth system that accommodates rail sizes from 112-lb. to 141-lb. rail.

Rocla’s panels are designed for both timber and concrete crossties. The panels are manufactured with a heavy steel angle frame, high-strength 7,000 psi concrete and come complete with attached rubber flange-way, bearing pads, deflectors and lag screws.

Stella Jones

Stella-Jones Corporation offers a complete line of solid timber crossings.

Jim Raines, vice president of sales, says that 2016 budgets seem to be decreasing and that crossing business is down slightly compared to 2015.

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annual crossing report An Omega crossing being placed on the railroad in the Region of Waterloo, ON, Canada.

TRANSPO INDUSTRIES

TRANSPO INDUSTRIES, Inc., says it is excited for the incorporation of a new aggregate surface on its Bodan panels. It is the same aggregate used with the company’s high-friction surface treatments on roadways and polymer bridge deck overlays. TRANSPO notes that this surface exhibits high wear and skid resistance.

“Our panels are steel reinforced polymer concrete with a high-friction surface,” explained Rudy Gradishar, midwest regional manager. “The panels are supported by the rails, not the crossties, like most conventional systems.”

There is a new trend in grade-crossing safety in the use of dynamic envelopes, which are areas of color pavement to help prevent cars from stopping on or close to the rail crossing, Gradishar says.

“Railroads have decreased budgets for maintenance,” he explained. “The reasons given are an uncertainty regarding the economy and volume drops in certain market areas. The hope is that the budgets will rise as maintenance needs dictate. Passage of federal transportation funding might help with some greater long-term maintenance planning.”

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

Guide

Grade-crossing surfaces

American Concrete Products—American Concrete Products has been in the railroad industry since 1952 and supplies crossings for all ties. Structural steel-framed, test-proven, shuntresistant, full-depth crossing panels for installation on wood, concrete and steel ties are offered. The uniquely designed panels, along with its patented pre-attached 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.

American Concrete Products—Manufactures the UP/BNSF concrete crossing panels in accordance with the AARM1003 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-the-art, 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 22 Railway Track & Structures

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 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.

June 2016

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.—Custom de­signed fulldepth concrete ped­es­trian 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.—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. Gradecrossing 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.—Lagless steel-clad 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 and fasteners. Custom sizes and shapes are available for custom applications. Phone: 800-527-5232.

Century Group Inc.—Hi-Rail Access crossing panels manufactured to install in standard and non-stand­ard-­gauge tracks.

The Century Hi-Rail Access crossing panels are custom manufactured to fit over thirdrail restraint brackets and steel surrounds insulated with non-conductive protective shields. 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: 847-758-9860.

ESCO Equipment Service Co.—ESCO Equipment offers a complete line of hydraulic tools www.rtands.com

Equipment & Materials Guide 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.

sets in place so maintenance vehicles and ATV’s can easily maneuver congested yards.

Made in U.S.A. from 100-percent recycled plastic. Phone: 630.766.5708.

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.

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

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

Industry-Railway Suppliers, Inc.—Turtle Trax Temporary Railroad Crossing, an innovative way to traverse a railroad crossing using a lightweight, safe, portable and reusable system. The easy, carry size puzzle design pieces lock securely in place and installs in minutes. It offers the ability to put multiple www.rtands.com

Koppers Inc.—Koppers produces creosotetreated full-depth timber crossings for the Class 1, shortline railroads and industrial accounts. We also produce gauge and field flangway panels specifically for use with asphalt or concrete. Panels are produced from oak and hardwoods and treated to seven or eight pound retention, determined by the specification. Phone: 888-567-8437.

LT Resources, Inc.—ENDURANCE® -XL Plus Highway-Rail Grade Crossings are manufactured using an engineered 100% recycled plastics formulation. Also recyclable. 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.—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.—Transit and light rail. Omega is a key supplier to the transit and light-rail industry. Crossings have been successfully installed and are currently in service on light-rail systems in Minneapolis, Seattle, Dallas, San Diego, Houston, Portland, St. Louis, Los Angeles, Salt Lake City and Waterloo, ON, Canada. Phone: 360-694-3221.

Omega Industries, Inc.—Omega DF track crossings. Omega crossing panels can be designed and built to sit directly on concrete plinths in DF (Direct Fixation) track. Panels are fastened to plinths using stainless steel concrete anchor bolts with threaded inserts.Phone: 360-694-3221.

Omega will ensure a proper fit. Curved panels eliminate gaps and provide a professional look and fit. Typically, curved panels start at three degrees and can be manufactured up to 60 degrees or more for transit yard track.

Have a curved track with restraining rail? Not a problem, we can accommodate any gauge width. Phone: 360-694-3221.

Omega Industries, Inc.—Switch protection.

Omega’s steel switch point cover system can be built to match your turnout crossing needs. A one-inch steel diamond plate cover is held in place with countersunk bolts and can easily be removed to service switch components. Support bracketry is designed to withstand the heaviest highway loads.

Omega’s engineers are available to measure your switch and design a system specifically for your application. Phone: 360-694-3221.

Omega Industries, Inc.—Narrow gauge.

Custom panels are available for narrow gauge track typically found in zoo’s, amusement parks, and mines. Omega has provided panels for Disneyland, Oregon Zoo and the Dole Pineapple plantation on the big island of Hawaii. Phone: 360-694-3221.

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.

Omega Industries, Inc. – Omega ADA pedestrian crossings. Panels built specifically to meet the needs of Americans with Disabilities. Omega’s unique, pre-attached gauge flangeway filler is designed to meet the strictest ADA requirements, providing a safe crossing for pedestrian, bicycle and wheelchair traffic. Phone: 360-694-3221.

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

Omega Industries, Inc.—Curved panels.

Custom crossing panels are available to match the exact radius of track. Simply supply track radius or the degree of curve and

Omega Industries, Inc.—Jack Panels. Jack Panels are a type of hybrid crossing panel designed for use as a railcar jack platform.

The panels are set into track much like a

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June 2016 23

Grade-crossing surfaces tub-style crossing and are engineered to withstand up to a 40-ton load. The pads are commonly used in car shops where railcars are jacked up for wheel inspection and replacement. Phone: 360-694-3221.

Omega Industries, Inc.—Omega Heavy Duty Steel Top-Skin panels are used in the most extreme crossing conditions where standard roadway panels just won’t hold up. The key word here is durability. The panels incorporate a diamond plate steel topskin, poly fiber reinforced concrete and extra lag screw holes. The skin prevents panel cracking and protects from repetitive abuse and abrasion. This design is ideal for steel track excavator crossings, steel yards, power plants, etc. Phone: 360-694-3221.

Omega Industries, Inc. – Crossing end deflector plates. Fabricated steel end deflector plates are designed to deflect dragging equipment and are used to finish off the ends of a crossing. The plates can be welded to the ends of crossing panels and affixed to adjacent ties. Or, if you choose, we have a free standing formed deflector that requires no welding. Our simple deflector plate system can easily be installed and uninstalled in a matter of minutes without any heavy equipment.

Deflectors are available insulated or uninsulated depending on whether the crossing is signalized or not. Phone: 360-694-3221.

OMNI Products, Inc.—OMNI’s Heavy Duty rubber grade-crossing system is the only fulldepth 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 vol24 Railway Track & Structures

umes. 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.

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.

installed on either concrete or timber ties. This system is used on all major railroads; com­m­ u­ter, 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: 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 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.

OMNI Products, Inc.—Improved Concrete/ RailGuard™ (IC/VRA). The IC/VRA system combines the benefits of a full-depth concrete gauge panel ut­i ­lizing OMNI’s full-depth, stand-alone 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.—OMNI’s TraCast™ precast concrete module eliminates the use of ties and ballast. 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.

OMNI Products, Inc.—The Improved Con­ crete (IC) system incorporates precast concrete panels with OMNI’s full-depth, standalone 100% virgin rubber Rail­Guard™ flangeway fillers. Like all con­crete panels in the OMNI line, these full-depth, steel-framed, steel-reinfor­c­ed concrete panels are de­signed to handle typical (HS 20-44) highway traffic loads. The full-depth, stand-alone virgin rub­ ber 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.—Embedded Concrete Rubber/RailGuard™. ECR/ VRA is a unique combination concrete/rubber utilizing OMNI’s June 2016

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 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

Premier Concrete Railroad Cros­s­ings— Rail/Highway Bridge Modular System. Custom designed to incorporate Pre­mier’s tieless 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, re­sis­ t­ance 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: 503-285-8391. www.rtands.com

Equipment & Materials Guide Premier Concrete Railroad Cross­ings— 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-depth-rubber grade-crossing systems in stan­da­­­­ rd 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 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.

Rocla—Full-depth/full-width reinforced steel-framed concrete crossings are available for both timber and concrete tie track www.rtands.com

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. Rocla is a PCI and AAR M-1003 certified facility. Phone: 740-370-4300.

StarTrack Railroad Crossings—Manufactured by Oldcastle Precast, the modular precast-concrete platform grade-crossing system uses no ties and is set on a prepared subgrade to form a pre engineered track support system free of vertical or lateral movement. The one-piece construction with embedded Pandrol shoulders uses E-Clip fasteners for ease of installation, durability and simple access to rail without disturbing the crossing. Designed to meet AREMA standards and Cooper E-80 Loading plus 60% impact factor. Rail sits on UHMW polyethylene strips to cushion impact loadings. The system includes a compression fit, Rubber Rail Groove Filler, providing a ADA compliant flangeway which is easily removable for rail access.

Each module is cast of 6,000 psi concrete.

Standard dimensions are 8’ wide, 14” thick and either 5’, 7’-6”, and 17’-6” track feet long. Custom pie-shaped pieces available to meet curvature of track. Manufactured to the rigid standards of the Oldcastle Precast quality control program at our plants nationwide. Phone: 888-965-3227.

StarTrack Railroad Crossings—The StarTrack Heavy Duty Crossing option is the proven and preferred crossing for America’s largest Ports and Intermodal facilities. With all of the features and benefits of the Standard StarTrack Crossing, the HD version accommodates very heavy truck and industrial loads with wider and thicker modules, with additional reinforcing. A proven solution to heavy traffic applications and areas with bad subgrade, HD crossings are 11’ wide, 16” thick and 5’ long. Custom pie-shaped pieces available to meet curvature of track. 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.—Stella-Jones manufactures a complete line of hardwood timber crossings; supplying to Class 1, shortline, industrial, government and contractor specifications. We offer multiple configurations from single flange timbers all the way to the most detailed Full-Depth Timber Crossings.

Phone: 800-321-7870.

TRANSPO® INDUSTRIES, Inc.— BODAN® Highway-Rail Grade Crossing Surface is a precast reinforced polymer concrete crossing system used for highway/rail crossings and designed for heavy full speed traffic.

Unlike other crossings, BODAN® does not rely on railroad ties for attachment or support. The product’s unique modular design allows for easy removal to perform routine track inspection and maintenance. Phone: 800-321-7870.

TRANSPO® INDUSTRIES, Inc.—STEP-SAFE® Surface Applied Mats are easy to install and very dependable. NO drilling is required making it the easiest ADA mat to install. StepSafe® surface mats are made of a composite resin that is applied with our extremely long lasting supplied adhesive and cut easily to fit any geometry. Phone: 800-321-7870.

TRANSPO® INDUSTRIES, Inc.—Color-Safe® Pavement Marking can be used to demarcate and increase visibility of Grade Crossings.

Color-Safe® is the long lasting solution for pavement marking increasing vehicular traffic safety in the dynamic envelope. Color-Safe is durable high definition color, UV and wear resistant and can be applied on both concrete and asphalt surfaces. Phone: 800-321-7870.

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

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-cost-effective signal.

Both signals feature regulated light output and come in completely sealed enclosures.

Phone: 800-717-4477.

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 com­p­a­t­­ible 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-mi­nute installation. Plus, its unique de­sign utilizing plug-in quick connectors and coil cord allows for an easy position­ing of the lights on 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

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Communications and signaling equipment and warning devices 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.

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 e­quipp­ ed with side-view ports. De­signed to main­ tain sufficient light out­put even if discrete LED fail­ure should occur, the LED module is brighter than con­­ven­tional incandescent lamps and consumes a­pp­ rox­imately 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 exist­­­ing light units that have 30-degree/15-de­gree, 20-de­gr­e­e­/32-degree and 70-degree/0-de­ gree spread and de­flec­tion patterns. Phone: 412-688-2400.

Ansaldo STS—The Model 95 Gate Mechanism, meets or exceeds all AAR and other industry specifications, features an integral cast-aluminum 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 Model 95 include heavyduty coil springs for vertical and horizontal damp­ers. A new solid-state motor controller includes diagnostic LEDs and test functions for confirming operation for adjacent sidewalks and features a new solid-state module that drives the gate arm during the first 45 degrees of descent. Capable of indefinite motor stall; and higher-strength 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 mecha­n­­ism can be fitted with a pedestrian gate arm.

The model 95 mechanism is suitable for entrances gates and exit gates in a quad gate system. Phone: 412-688-2400.

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 me­chan­ical 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 26 Railway Track & Structures

that in­cludes the microprocessor and asso­ ciated circuitry is mounted with­in a plug-instyle 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.

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 low-power 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 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 parameJune 2016

ters, notifications and alarms. AREMA- and FRA-compliant. Phone: 817-886-8207.

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.

ESCO Equipment Service Co.—Associated Signal Co.– The Ultra Lite gate arm light assembly is engineered to be the mostdurable gate light available. Molded from impact-resistant polycarbonate material, the one-piece device is design­ed to prevent breakage be­tween the lamp and junction box. Several mounting options are available. Phone: 847-758-9860.

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 equip­m ent, traffic cones, worn on reflective vest belts and clothing, anyplace where high visibility is critical.

Weight 3.5 ounces. Phone: 847-758-9860.

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 long-file capabilities. The rug-

ged 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.

L.B. Foster—Railway grade crossings continue to pose a significant safety concern.

L.B. Foster has introduced a product to address the problem of obstacles caught in railway grade crossings. Its LIDAR system is an automatic obstacle detection device designed to detect any object of a certain size. It is able to report this to the signaling control center or be designed into an automatic signaling interlock system to enable fast and efficient communication to the approaching train driver, its automatic breaking system or to the track side signaling protecting the affected crossing. Phone: 800-255-4500.

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: 918307-0098.

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 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. www.rtands.com

Equipment & Materials Guide magnetic 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.

GE Transportation Rail—The SCX-1 (Solid State Crossing Controller) is a fully-programmable, microprocessor-bas­ed, 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 ElectroLogIXS XP4 supports a wide range of highway-rail grade-crossing appli­cations, incorporating constant warn­ing 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 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—The GE onetrack, redundant motion detector utilizes www.rtands.com

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.

GE Transportation Rail—The ElectroLogIXS* System family of wayside electronics from GE Transportation is designed to simplify the way you control your railroad. The introduction of the ElectroLogIXS PMD-4 and PMD-4R add to the versatility of this platform. These units will deliver superior motion-based train detection. The ElectroLogIXS PMD-4 units are offered in two configurations, non-redundant (ElectroLogIXS PMD-4) and redundant (ElectroLogIXS PMD-4R). The ElectroLogIXS PMD-4 series builds on the ElectroLogIXS platform by using already proven train detection algorithms, VPM-3 processor and vital I/O. 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-of-train lights, and patented gate-keeper apparatus designed to prevent destruction of gate arms when gate crashers violate a downed crossing gate. Phone: 812474-4256.

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 resist­a nce to chemical and other corrosive environments. They are non-

General Signals, Inc.—Crossbucks are available in fiberglass and doubleribbed aluminum. These include oneand two-sided engineering and highintensity grade models in both materials. Phone: 812-474-4256.

General Signals, Inc.—Gate Keeper is a patented mechanical apparatus which can be attached to any stand­ard 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 highwind 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 weather­able 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 ped­es­ tal, cantilever and back lights are available for immediate shipment. Parabolic reflectors in glass, plastic and metal are available in both 8- and 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 micro-chip 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.

Leach International Corp. —Offers hermetically-sealed electrical switching com-

Railway Track & Structures

June 2016 27

Communications and signaling equipment and warning devices ponents 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 leadacid 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 Sig­nal Battery (flooded/ wet/vented, de­s ign­e d 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.

National Railway Supply, Inc.—Distributor for EnerSys Inc. EnerSys has a full line of batteries for rail signal, telecommunications, switch-gear, UPS, emergency lighting and more. EnerSys has the latest in lead acid battery technology, Thin Plate Pure Lead (TPPL), which is military grade.

We also manufacture complete lines of flooded lead acid, sealed lead acid (VRLA) and Nickel Cadmium batteries. Phone 800-357-3572.

National Railway Supply, Inc.—National Railway Supply is proud to announce its new HF-Max switch mode battery charger and power supply. The HF-Max is modular, redundant, high efficiency, hot swappable, no fans (natural convection cooled), ethernet communication, confirm local presence button for security, form C dry contact alarm relays. Available in 12Vdc, 24Vdc, 48Vdc, 130Vdc. MBTF is over 700, 000 hours at full output. Phone 800-357-3572.

Progress Rail Services Corp.— Progress Rail Services Signal Division is a leader in signal engineering and design, rail crossing design and installation, highway and way28 Railway Track & Structures

wireless, Web-based remote monitoring solution for railroad crossings and other applications. The cRTU connects to a variety of channels using digital and/or analog inputs provided on the device. Each channel may be programmed by the user to operate in a variety of configurations. When the cRTU senses alarm information, it will deliver this information to Progress Rail Services’ On-Site system via a 3G/4G cellular radio. side structure manufacturing, train inspection systems, asset protection devices and locomotive and crossing Event Recorders/ DVRs. For grade crossings, Progress Rail Services manufactures structures for gates/ lights, including cantilevers and gate/cantilever combo structures, gate/flasher platforms, event recorders and cellular remote terminal units for crossing monitoring.

Please visit www.ProgressRail.com for more information or call us at 800-741-7112.

Progress Rail Services Corp.— Progress Rail Services Gate/Flasher platform. The patent-pending platform can be used at new or existing installations and lets the maintainers safely access the gate mechanism without requiring extra fill material. The gate/flasher platform mounts to the existing foundation or attaches to the foundation bolts above the base. Optional extender legs can be added for steep slopes or places where extra strength is required.

Progress Rail Services Corp.— Progress Rail Services Event Analyzer. The Event Analyzer redefines the capabilities of a wayside/crossing event recorder. Not only does it integrate seamlessly with Progress Rail Services’ on-site software for instant, 24/7 crossing monitoring, the Event Analyzer is also engineering with future expansion. The base unit includes 16 digital inputs, four battery monitoring inputs, four relay outputs.

It also has integrated GPS, automatic time synchronization, and an intuitive Web-based interface for product monitoring and use.

Progress Rail Services Corp.— Progress Rail Services Digital cRTU. The cellular Remote Terminal Unit (cRTU) provides a June 2016

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, 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 warning-light 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: 813-645-5972.

Railroad Controls Limited a Wabtec Company—Railroad Controls is a full-service supplier of installation services for all facets of railroad wayside, highway-rail grade crossing warning signaling and communications. Phone: 817-820-6300.

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 www.rtands.com

Equipment & Materials Guide designed for testing narrow and wide band shunts and couplers. It was made for field or in the shop use, helping the signalman to know the center frequencies, tuning characteristics, attenuation, thru-put capacities and leakage characteristics of each shunt or coupler in the approach “network.” Phone: 708-444-4908.

5-in. or 5.5-in. outside-diameter (O.D.) mast. Phone: 763-972-2200.

Railway Equipment Co.—RECo-NET® Remote Condition Monitoring System allows secure Internet Web 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 355 Signalman’s Meter features four switch selectable scales (volts, Ohms, 10Amp, 30amp) used in traditional applications. You can view AC and DC simultaneously on the digital display. From the Volts and Amps Scales, Spectrum Analyzers graph from 0Hz (DC) to 20KHz , with range low ends of 20mV (-31.7db) Volts and 60mA (.06Amp) Amps.

All Service items are accessible from the outside. Phone: 708-444-4908.

S&C Distribution Co.—The Model 344 Short Finder Plus, is designed to assist in quickly locating track circuit shorts and opens, insulated joint status, track ballast conditions, connection resistance of bonds and track wires and qualification of the resistance values of signal testing shunts. Includes a spectrum analyzer with frequency range of 0Hz (DC) to 20KHz, with a low end sensitivity of .020 Volts or -31.7db. It has two user selectable frequencies, 3KHz and 24KHz. It is also equipped with a voltage mode, which will display up to 17 Volts DC and 17 Volts AC. Phone: 708-444-4908.

S&C Distribution Co.—The S&C Model 322 Shunt/Coupler Tester was www.rtands.com

S&C Distribution Co.—The Model 1010 Portable Data Recorder, is a digital and analog recording device particularly used for addressing clear-on-arrival problems.

Monitors up to 16 contact closures and/or floating outputs and two analog inputs for tracking voltage or low level current. The use of an SD card to store data. Compatible with wire size No. 20AWG to No. 10AWG. Phone: 708-444-4908.

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: 708-444-4908.

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.

Siemens Rail Automation—Safetran provides a complete, pre-wired crossing 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.

Siemens Rail Automation—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.

Siemens Rail Automation—The S-60 En­trance and Exit Gates from Safetran are designed for full integration into crossingcontrol 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.

Siemens Rail Automation—Complete Flash­ing 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, cross­arms, backgrounds and visors. Specify front, back, left, right-hand indication. Sidelights in LED heads are ill­ uminat­ed direct from the main light source.

Phone: 502-618-8800.

Siemens Rail Automation—Three mi­cro­ processor-controlled, solid-state cross­ing controllers are offered. All are avail­­able 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 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.

Siemens Rail Automation—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 stor­age, can monitor most signal in­stal­ la­tions. Both I/O and event storage cap­acity 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 m­u­n­ications and reporting links. The so­phi­ sticated programming is capable of de­scribing alarm conditions, test modes, communications op­tions and con­trol func­­tions independent of the actual unit wiring. The su­p­porting Wayside Alarms Management Sys­tems (WAMS) office applications pro­vide the user in­ter­ face for alarm ac­knowledge­ment, in­iti­ating control func­tions and a Web in­ter­face to field lo­cations. Phone: 502-618-8800.

Siemens Rail Automation.—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-to-point or point-to-multi-point networks. Phone: 502-618-8800.

Siemens Rail Automation—GCP 4000, the first fully-integrated crossing control system, integrates five separate cross­ing 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 reporting 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 in­spec­­­­tion, 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.

Siemens Rail Automation—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

Railway Track & Structures

June 2016 29

Communications and signaling equipment and warning devices with the most ad­vanced moni­tor­ing/testing/ re­port­ing systems. Phone: 502-618-8800.

Siemens Rail Automation—Safetran supplies “Railroad Crossing,” “Railway Crossing,” “Stop on Red Signal,” and “Number of Tracks” signs for all types of signal applications. They are low-cost, long-lasting, lightweight, easyto-erect and maintain and corrosion-resistant.

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.

Siemens Rail Automation—The FLX-4000 LED-type flashing light head is a one-piece 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.

Siemens Rail Automation—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.

Siemens Rail Automation—Model 2000 Motion Sensor is available in a non-re­dun­d­ant system and redundant config­u­rations. ­­ The nonredundant 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: 502-618-8800.

United Rentals Highway Technologies – Signs and barricades for grade-crossing 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.

30 Railway Track & Structures

velcorp/gems®—GEMS introduces the “GOLD” series lamps, warranted for five years of continuous operation. Every lamp is tested for filament 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, high-reliability railroad lamps for grade-crossing 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: 904-230-2840. 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: 817-291-3478.

Western-Cullen-Hayes, Inc.—The 12-in., flashing-light, Model 985-201 high­waycrossing signals have a deep-dish design, external peep sight, new roundel, aluminumcoated-plastic reflector, and new lamp bracket. The 985-201 light uses a combination of aluminum-coated-plastic reflector June 2016

and a newly-designed 30-degree x 15-degree roundel to achieve unsur­pas­se­ d 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 all-alu­m­­i­num 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 two-way 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.

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

Western-Cullen-Hayes, Inc.—Highwaycrossing 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 stand­ard AAR hex-nut wrench and a padlock.

Both loud- and soft-tone hammers are available. All bell models are made with a castaluminum 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 low-voltage a.c. or d.c. and Model 0666, operating on 120 volt a.c. Phone: 773-254-9600.

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 0777CFR incorporates a solid-state design with no moving parts. All-aluminum construction provides lightweight, maintenance-free operation. The bell operating circuit board features EP-ROM Memory, volume and impulseper-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.—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.

Fillers and fasteners Crown Steel Rail Co.—The Flangemaster is designed to provide a pro­per ­­ flangeway and ensure a smooth crossing. It is a­dap­­ t­­able 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 steel-wheel­ ed 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, 404-453-2617.

GKI Cutting Tools—Distributor of carbide bits for rail drilling tools. Repair of bit holders at a savings of 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 through­out 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. www.rtands.com

Equipment & Materials Guide International Track Systems, Inc.—ITS, Inc., Rubber Rail Seals are de­signed for easy installation and lon­gevity. Our 70 Duro EPDM Rubber Rail Seals reduce harmful impact and vi­bra­tion 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.

Lewis Bolt & Nut Co.—Sealtite Dome Head Drive Spikes have a thin dome-shaped head that eliminates counter-boring, 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 bear­ing surface holds tight. In­stalled with a pneu­matic air tool or with a maul, the spikes are used to fasten high­way-crossing planks. Phone: 800-328-3480.

Lewis Bolt & Nut Co.—Specially-coated, 5/8-in.- and 3⁄4-in.-diameter, RecessedHead 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 washwww.rtands.com

er 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 highwaycrossing planks and other timber structures.

Phone: 800-328-3480.

Magnum Manufacturing Corp.—Rubber flange filler is a durable rubber 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.

sizes and install quickly with no pre-drilling required. Phone: 973-763-4320.

lems. Extruded from virgin materials, Epflex Railseal Interface is available in all sizes and unconditionally guaranteed. Phone: 800265-2710.

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

Ready Road Repair—This product is a ready-to-use asphalt paving/ patching material that is a durable, permanent and allseason 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 gradecrossing packages utilizing the RFR Flange Insert System or the RFR Rail Seal System.

The RFR Flange Insert Sys­tem, featuring the POP-DOWN™ gauge insert, is used with fulldepth con­crete panels or timber planks and is de­signed for new installations and ret­ro­ fitting 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 anchor-adaptable, accommodate concrete- or timber-tie rail fasteners, require no special tools or equipment for installation, and no specific tie spacing for

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 speciallyformulated 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, longlasting crossings with increased structural integrity. Our broad product line allows for custom solutions for embedded rail probRailway Track & Structures

June 2016 31

Housings, foundations 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 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 maintenance-free and re­us­able. RFR Industries also designs and supplies flangeway-rail sealant for un­i­ que rail profile configurations and gradecrossing system applications and now carries ballast regulator broom elements. Phone: 972-875-1406.

Housings, foundations Fabricated Metals LLC—Instrument houses and cases in steel, stainless steel, aluminum, galvanized steel, Cor­ten can be custom designed/ man­u­fac­tured 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.

Precision Quincy Corp.—Manufacturing lightweight concrete, stainless steel, galva-

32 Railway Track & Structures

steel and aluminum signal/communication houses and cases, custom designed and fabricated to customer specifications.

Powder coating and other options available.

ISO & WBE Certified. Phone: 785-232-7792.

Siemens Rail Automation—A full line of instrument cases and houses

nealed 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.—O.E.M. Metal Enclosure and Fabrication. A leading manufacturer of

June 2016

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.Phne: 502-618-8800.

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 2016 Grade-crossing Equipment & Materials Guide 20 South Clark Street, Suite 1910, Chicago, IL 60603 Voice: 312-683-0130 • E-mail: jnunez@sbpub.com

www.rtands.com

Flangeway-filler material data Century Type of material Lengths

Virgin material 8’/9’/10’ Std. up to 40’

HiRAIL RS Virgin material to 20’

Polycorp

OMNI Rail-Guard VRA

Performance Polymers Inc. RAILSEAL

Molded, virgin rubber

Extruded, virgin rubber

Extruded, virgin rubber

Extruded, virgin rubber

90” & 96”

to 16’

Optimal=8’ Range=5-16’

Epflex Railseal

Rail-Way Inc.

RFR

RFR

Flange-Insert System

Rail-Seal System

RFR X-Trac System

TRANSPO® INDUSTRIES

Extruded, virgin material

Extruded, virgin material

Extruded, virgin material

Molded, virgin material

to 15’

to 40’

to 40’

Cut to length

Cut to length

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

Concrete panels or timber planks

Poured-in-place asphalt or concrete

Precast concrete panels

Precast polymer concrete panels

BODAN Level Crossing System

Concrete panels

Poured-inplace concrete or asphalt

Poured-in-place con­crete, or asphalt

Asphalt, poured concrete, concrete panels, timber panels

Poured-inplace concrete or asphalt, concrete panels, timber 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

24”

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

Types of crossing surfaces to be used with

Reusable

www.rtands.com

Railway Track & Structures

June 2016 33

Grade-crossing surface data The information on pages 33-37 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

Rocla Full-Depth Reinforced Concrete

LT Resources Endurance® XL Composite Crossing

LT Resources Endurance® XL PLUS Composite Crossing

Omega Lag-Down

Omega Non-Lag

OMNI Improved Concrete (ConcreteRubber)

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

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

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” or custom

19-1/2” or custom

Maximum length of tie plates

Any

As required

As required

18”

As required

18”

16”

18”

Any

5/8” x12” H5

5/8” x12” H5

3/4”x12”

N/A

3/4”x101/2”

As specified

A/S

Size of fasteners

As specified

Type of fasteners

T/optional

T/optional

TW

N/A

T

D, L,T

T

Fasteners furnished

Yes

Yes

Yes

N/A

Yes

Optional

Additional washers necessary

N/R

N/R

No

N/A

N/R

Additional washers furnished

N/R

N/R

N/A

N/A

# fasteners per tie - maximum

6

6

4

# fasteners per tie - average

4

4

Crossing pads predrilled

No

Spike holes countersunk Spike hole plugs furnished

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

18” or 24”

As required

As required

16”

As specified

3/4”x12”

N/A

3/4”x12”

L

L

T

N/A

T

Yes

Yes

Yes

Yes

N/A

Yes

N/A

No

No

No

No

N/A

No

N/R

N/A

No

N/A

N/A

N/A

N/A

No

N/A

4

8

4

16

16

10

N/A

4

2

N/A

2

8

2

6

6

6

N/A

2

No

Yes

N/A

Yes

As specified

Yes

Yes

Yes

N/A

N/A

Yes

Yes

Yes

Yes

N/A

Yes

As specified

Yes

Yes

Yes

Yes

N/A

Yes

No

No

No

N/A

Yes

N/R

No

As required

As required

No

N/A

No

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”

8’ 1 1/2”

4’-12’

6’/8’/8’11/2”/9’/10’/ 12’

8’ or 9’

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”, 6’-3”

8’ 1 1/2”

8’ 1 1/2”

4’-12’

6’/8’/8’11/2”/9’/10’/ 12’

Gauge pads # of pieces

1

1

1

1

1

2

1

2

2

1

1

Length of gauge panels

34 Railway Track & Structures

June 2016

8’-0” 8’-1 1/2” 12’-0” 10’-0”

8’ or 9’

Conc. 1 Rubber 2

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 Steel Reinforced

OMNI Heavy-Duty Virgin Rubber

OMNI Embedded ConcreteRubber

OMNI Tracast

Polycorp Ltd. Full-Depth Rubber

Polycorp Ltd. Concrete

Premier LRT Modular System

Premier Freight Modular System

Rail-Way Inc. Full-Depth Rubber

Rail-Way Inc. Concrete

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/R

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”

N/A

N/A

18”

Stella-Jones StarTrack Oldcastle Corp.

Precast Full-Panel Concrete-HD Timber

StarTrack Oldcastle Precast Concrete

Steel Crossing Inc.

TRANSPO® INDUSTRIES BODAN Level Crossing System

8’-6” 9’-0” 10’0”

8’-6”/W 9’-0”/W 10’/W

N/R N/R

N/R N/R

8’-6”/W 9’-0”/W

18” or 19 1/2”

19-1/2”

N/A

N/A

19-1/2”

16”

As specified

As specified

N/A

N/A

16”

3/4”

3/4”x12”

3/4”x12”

As specified

N/A

N/A

3/4”x12”

Bolts

Bolts

T

T

D,L,T

Pandrol

Pandrol

T

Yes

Yes

Yes

Yes

Yes

Optional

Yes

Yes

Yes

N/R

No

No

No

N/R

No

As specified

N/R

N/R

No

N/A

N/R

No

Y-Lock

Y-Lock

N/R

No

As specified

N/R

N/R

No

6

N/A

8

6

N/A

N/A

8

6

8

N/A

N/A

8

6

3

N/A

6

3

N/A

N/A

6

3

8

N/A

N/A

8

Yes

Yes

Yes

N/A

Yes

Yes

Yes

Yes

Yes

Yes

Yes

N/A

N/A

N/A

Yes

Yes

Yes

N/A

Yes

Yes

N/A

N/A

Yes

Yes

As specified

N/A

N/A

Yes

Yes

Yes

No

N/A

Yes

No

N/A

N/A

Yes

No

No

N/A

N/A

N/R

36”

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”

36”

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”

1

1

1

Conc. 1 Rubber 2

1

1

2

2

1

1

2

1

1

4

8’-6”/W 9’-0”/W

8’-6”/W or 9’-0”/W or 10’-0”/w

18”

18”

16”

16”

16”

N/A

16”

As specified

N/A

N/A

5/8”x 10-1/2”

3/4”x 7-1/2”

3/4”x 12”

3/4”

3/4”x12”

3/4”x12”

3/4”

TW

T

T

Bolts

T

T

Yes

Yes

Yes

Yes

Yes

No

No

No

N/A

No

No

No

18

14

9

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

www.rtands.com

Railway Track & Structures

24”

Any

N/R

N/R

N/R

N/R

N/R

N/R

N/R

No

N/A

N/A

24”

24” or 48”

1

June 2016 35

Grade-crossing surface data LT Resources LT Resources Endurance® Endurance® XL XL PLUS Composite Composite Crossing Crossing

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

Rocla Full-Depth Reinforced Concrete

Depth of material

Full

Full

Full

Full

Full

Full

Full

Full

Steel reinforced

Yes

Yes

Yes Grade 72

Yes Grade 72

No

No

Yes

Tongue & groove design

No

No

No

No

Yes

No

No

Omega Lag-Down

Omega Non-Lag

OMNI Improved Concrete (ConcreteRubber)

Full

Full

Full

Full

N/A

N/A

Yes

Yes

Yes

No

No

No

No

No

3300# 5000#

525635#

755802#

34005100#

34005100#

Rubber 185# 12’ Conc.

4500# 4’Conc.3400#

462#

1750# 2500# 3500#

350425#

495798#

18002700#

18002700#

Rubber 185# 12’Conc. 2400# 9’Conc. 1800#

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/A

N/A

N/A

N/R

N/A

N/A

N/A

N/A

N/A

N/A

N/A

N/A

N/A

As specified

As specified

As specified

No

N/A

Yes

No

No

As Specified

As Specified Wood Tie, Yes Concrete Tie

Yes

Optional

Optional

Yes

Yes

No

No

Yes

No

No

As Specified

If specified

Yes +

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

N/A

N/A

N/A

N/A

N/A

Maximum curve allowable

Any

Any

20 +

20 +

20

6

15

16

16

630

630

16

Yes

Yes

Yes

Yes

No

No

No

Yes

No

Yes

N/A

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

Optional End Plates/Beveled Eds

Optional End Plates/Beveled Eds

Optional End Plates/Beveled Eds

Optional

Optional

Yes +

Gauge flangeway type/ Flangeway opening

Rubber

Rubber

Attached Rubber

Attached Rubber

Rubber/ 2-1/2” or 3”

Timber/ 2-1/2”

Attached Rubber/ 3”

As Specified/ 3”

Composite/ 3”

2 1/2”ADA 3” main line

2 1/2”ADA 3” main line

Rubber/ 2-3/4”

Yes

Yes

Yes

Yes

Yes

No

Yes

No

No

Yes

Yes

Yes

Weight of gauge panels

8’ 1 1/2” 3300#

8’ 1 1/2” 3300#

3300#

3300#

575#

570#

8’ 1 1/2” 1730#

8’ 1 1/2” 1730#

1300#

1750#

230#

Shims furnished

N/A

N/A

N/R

N/R

Shim material

N/R

N/R

N/R

Shim fasteners furnished

N/R

N/R

Bearing pads recommended

As specified

Bearing pads furnished Header board required

Weight of field panels

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

Insulation/Rail Isolation

36 Railway Track & Structures

June 2016

www.rtands.com

StarTrack Oldcstle Precast Concrete

Steel Crossings Inc.

TRANSPO® INDUSTRIES BODAN Level Crossing System

Full (16”)

Full (14”)

Full

4”

No

Yes

Yes

Yes

Yes

No

No

No

No

No

No

570#

3500#

700#

10,400#

5’-6370# 7’-6”-9555# 17’-6”-22000#

475#

500#

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/A

N/R

N/A

N/A

N/R

N/R

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

N/R

No

As specified

Yes

Yes

No

As specified

No

Yes

Yes

No

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

N/A

N/A

N/A

No

No

No

N/A

N/A

25

16

25

16

221

Any

Any

Any

221

Any

Any

30

30

Any

Any

No

No

Yes

No

Yes

Yes

No

No

Yes

Yes

Yes

Yes

Yes

Yes

Yes

Yes

Yes

Yes

Yes

Yes

Yes

Yes

Yes

Yes

Yes

N/R

Yes

Yes

Yes

Yes

Yes+

Yes+

Yes+

Yes

Yes+

Yes+

Yes+

Yes+

Yes+

Yes+

N/A

Yes

Yes

Yes

Yes

Rubber/ 2-3/4”

Rubber/ 2-3/4”

Rubber/ 3”

Rubber/ 2-3/4”

Rubber/ 2-1/2”

Rubber/ 2-3/4”

Rubber/ 2-1/2”

Rubber/ 2-3/4”

As specified

Concrete

Concrete

As specified

Rubber

Yes

Yes

Yes

Yes

Yes

Yes

Yes

Yes

No

As specified

As specified

No

Yes

OMNI Steel Reinforced

OMNI Heavy-Duty Virgin Rubber

OMNI Embedded Concrete Rubber

OMNI Tracast

Polycorp Ltd. Full-Depth Rubber

Polycorp Ltd. Concrete

Premier LRT Modular System

Premier Freight Modular System

Rail-Way Inc. Full-Depth Rubber

Rail-Way Inc. Concrete

3”

Full

Full

Full

Full

Full

Full

Full

Full

Full

Full

Yes

No

Yes

Yes

No

Yes

Yes

Yes

No

Yes

No

No

No

No

No

No

No

No

No

320#

555#

9’ - 3550# 12’ - 4730# Modular

6’Conc. 7000# 6’Rubber 150#

570#

3500#

4’-1500# 8’-3000#

4’-1500# 8’-3000#

8’6” 130# 9’ 160#

244#

9’ - 1870# 12’ - 2490#

N/A

225#

1400#

4’-3500# 8’-7000#

Yes

N/R

N/R

N/R

N/R

N/R

Wood

N/A

N/R

N/R

N/R

Yes

N/A

N/A

N/A

No

No

Yes

N/A

N/A

No

www.rtands.com

Conc/ Rubber/ Conc/ Rubber/ 2-1/2” 2-1/2”

Yes

Yes

Stella-Jones StarTrack Oldcastle Corp.

Precast Full-Depth Concrete-HD Timber

Railway Track & Structures

June 2016 37

optimizing

friction management Suppliers are investing in the development of new products that maximize uptime while reducing total cost of ownership.

by Mischa Wanek-Libman, editor

F

riction management has become an accepted practice to increase efficiencies and safety while lowering maintenance costs. The products and equipment used have evolved to require less material, reduce waste of that material and improve the practice for both top-of-rail and gauge-face applications.

L.B. Foster

L.B. Foster Co. says it continues to focus on optimizing payback and return on investment to its customers with the ultimate goal being to reduce the total cost of ownership (TCO) of friction management products throughout the global rail industry.

Jim Tanner, director field services, explained partnering with customers from designing the initial systems to assisting with ongoing maintenance and performance of equipment in the field all help meet specific needs of the company’s end use customers.

“Our objective is to maximize equipment uptime so that our customers are able to achieve the expected benefits of their specific friction management programs,” said Tanner.

According to Steve Fletcher, general manager, rail technologies, “Our business is vertically integrated across equipment, consumables, service and performance validation worldwide to provide a complete range of the various products and services that our customers need to implement a successful friction management program. And by design, this vertical integration places the pressure of performance directly on L.B. Foster. In addition, some customers have a variety of equipment and materials from various suppliers.

We bring the same dedication and commitment to helping all of our customers achieve the benefits of an effective friction management program.”

Fletcher added, “Innovative and robust product development to address customer needs remains a critical, ongoing process at L.B. Foster. For example, power consumption is a major concern with our customers operating friction management equipment in remote locations. In 2016, one of the 38 Railway Track & Structures

June 2016

Robolube “Linear” Wayside, Gauge Face Lubricator system.

areas we are focused on is power optimization. Also, we continue to invest in technology development of better performing, more economical consumable products.”

Fletcher said the company would continue to invest and develop mobile applications of friction management, as interest in the solution grows among L.B. Foster’s customers.

“For example, our AutoPilot™ advanced top-of-rail (TOR) spray application systems continue to gain market acceptance. These systems can be more efficient in product application and are well suited to high traffic commodity routes, as well as in closed loop utility operations and with shortline railroads,” said Fletcher.

Brian Vidler, senior manager product solutions discussed the 15-year evolution of the company’s KELTRACK® family of TOR products to provide an intermediate coefficient of friction by deploying a dry film friction modifier.

“This characteristic delivers excellent performance while mitigating traction and braking issues that are experienced with alternative products. Also, individual friction modifiers are deployed through careful consideration of the amount of material applied over an effective carry down distance.

Provided that the application strategy remains within the individual product performance parameters, effectiveness through this carry down zone is maintained. When application rates or carry distances are stretched beyond their limits, inconsistent performance is experienced. This is one of the biggest discrepancies between actual and anticipated performance. Using the L.B. Foster approach we hold ourselves accountable for delivering the results our customers expect to achieve.”

Vidler recognized customer concerns surrounding potential material waste at the application site, which he says can come from a combination of the friction management material properties and the efficiency of the application equipment. www.rtands.com

friction management “Our equipment has evolved over time to be the most efficient equipment available, but we are not satisfied and continue to invest to improve in this area.”

Loram

Loram Maintenance of Way, Inc., introduced its GaugeShield product line to efficiently and effectively lubricate the gauge face of the rail.

“The GaugeShield design focuses on delivering performance and reliability, while simplifying routine maintenance and operation. The ergonomically-designed tank provides ample space for maintenance and inspection. The removable grease tank insert allows for easy transfer of seasonal and different manufacturers’ greases and the cone shaped design funnels grease to the pump to decrease cavitation, ” said Jon Behrens, general manager - Friction Management at Loram.

GaugeShield’s dual output gear pump has fewer moving parts and the grease output is reliable and repeatable at all operating temperatures and can control two tracks with a single controller. The patent pending dispensing bar, which uniformly dispenses grease across the top of the bar, has a removable insert for inexpensive replacement.

The GaugeShield can be remotely monitored with Loram’s monitoring and analytics package, which Behrens says provides the ability to quickly audit the uptime and accurately monitor and plan maintenance activities.

“Loram’s GaugeShield provides a new and improved method to help railroads reduce rail wear, curving forces, wheel flange noise and conditions that can cause derailments,” said Behrens.

RBL, Inc.

RBL, Inc., launched the new Robolube “Linear” Wayside, Gauge Face Lubricator System at Railway Interchange 2015.

The system, which duplicates the bead application of a hi-railstyle lubricator, uses less lubricant, which the company says will produce better results on high-density track.

“We have designed a stand-alone system that places the grease precisely on the Gauge Corner. This design allows us to achieve the benefits of better lubrication results, better reduction of the coefficient of friction, less grease consumption and eliminates the high expense associated with wasted lubricant,” said Robert Pieper, president.

Pieper notes that all of the grease is consumed by the passing train and migrated down the track, depositing the lubricant where the train wheels dictate the need. He says by having no contact with the train allows the company’s application assembly to be placed in the track at the apex of the curve for bidirectional lubrication.

“The environmentally-friendly Robolube ‘Linear’ Lubricator does not require any catch or hazardous waste mats to be placed on the ties. Waste and castoff of lubricant is virtually eliminated along with the problems associated with inadvertently creating environmental contamination of the lubricator site,” said Pieper.

In addition to the new system, RBL offers custom Robolube Model 200-40 Hyrail Lubricators, that offer the flexibility of two separate application systems in a single enclosure.

“One tank carries 200 lbs. of curve and flange grease and the other tank carries 40 lbs. of friction modifier. The lubricator can grease gauge face on the low or high rail, as well as apply friction modifier to the top of the low or high rail,” said Pieper.

40 Railway Track & Structures

June 2016

SKF/Lincoln Lubrication Systems

SKF/Lincoln says it continues to simplify its products to reduce installation and total cost of ownership associated with its rail lubrication portfolio. Examples of this include the company’s new wheel sensor mount, which uses a stud-shim design to enable quicker mounting, a factor the company said is praised by lubricator maintenance personnel that deal with short track time windows.

Additionally, the company says it built upon its “brushbar” applicator with the introduction of a new brushless gauge-face applicator and SKF/Lincoln’s solar panel options have been expanded to offer robust, simplified mounts for its lubricators.

The company says one of the most important developments for the SKF and Lincoln brands is the opening of the new SKF facility in St. Louis, Mo. The company says the facility features state-of-the-art manufacturing and distribution technologies that will optimize product quality and all phases of the supply chain.

Eric Nieman, SKF railway portfolio manager, says the company’s pumping and applicator equipment is designed to deliver friction modifiers and lubricants at the right time, at the right location and in the correct quantities.

“The consistent, dialed-in quantities of friction modifier applied at the correct location help to eliminate product waste and ensure that customers receive the most value from their chosen friction modifier,” said Nieman.

Whitmore Rail

Whitmore Rail’s top-of-rail friction modifier, TOR Armor®, launched in 2014 to provide optimum friction at the wheelrail interface and, the company says, substantially reducing noise, wear and lateral forces. Today, Whitmore Rail says TOR Armor continues to lead the industry and proactively combats the many challenges faced.

Whitmore Rail explains TOR Armor is one of the only friction modifiers designed to precisely control friction at the desired level, it’s readily biodegradable and carry down and retentivity continues to be superior to other “positive friction” products in the market.

“To go along with our friction modifier, Whitmore Rail recently introduced a top-of-rail wiping bar, PolyTOR ™, that can be used for heavy-haul freight and transit rail applications. Another key part of our comprehensive friction management product line includes our high-tech electric trackside lubricators called AccuTrack ®. They deliver consistent output in all temperatures, come in a variety of tank sizes and can be configured for gauge face or topof-rail applications,” said Bruce Wise, director of railroad sales at Whitmore.

“Most of our worldwide customer base continues to see the benefits of a solid rail friction management program and looks to Whitmore Rail for the next breakthrough. Because we make and offer the most comprehensive friction management line of products available, we project our business to grow significantly this year.

Plus, our customers are always looking for new efficiencies and ways to lower maintenance costs and increase safety. We are ideally positioned to meet their specific needs because we offer the convenience of ‘one stop shopping’ to the railroads,” said Wise. www.rtands.com

the measured approach to

transit expansion

by Mischa Wanek-Libman, editor

Steve hymon/the source

LACMTA is in the middle of a building boom and has plans to continue that trend in an effort to transform L.A. into a premier transit-friendly city.

L

os Angeles Metropolitan Transportation Authority (LACMTA) holds the distinction of being the nation’s third largest transportation agency and transports millions of passengers every day. The agency opened its first rail line more than 25 years ago and has expanded the rail system’s footprint to include 93 miles of rail along six lines with plans for much more in the works.

LACMTA recently celebrated the opening of the Gold Line Foothill Extension to Azusa on March 5, 2016 and the Expo Line Phase 2 to Santa Monica on May 20.

The Gold Line Foothill extension added an additional 11.5 miles and six new stations to the existing Gold Line, making the route the longest in LACMTA’s rail system with more than 31 miles and 27 stations between East Los Angeles and Azusa.

Phillip Washington, LACMTA’s chief executive officer, called the opening of the Gold Line Foothill extension “just the beginning” as the agency builds more rail lines to transform transportation across the region.

A few months following Gold Line extension opening, the Expo Line Phase 2 project added seven stations and 6.6 miles to the existing Expo Line that currently runs from downtown L.A. to Culver City, extending the line to downtown Santa Monica and only steps away from the Santa Monica Pier.

The two extensions added a combined 18 miles to LACMTA’s rail system and the agency has another three rail projects either under construction or progressing in 2016.

The $2.058-billion Crenshaw/LAX project is expected to reach 50-percent construction completion in 2016 and will run between the Green Line and the Expo Line when it opens in 2019, ultimately add ing 8.5 miles between Crenshaw, In42 Railway Track & Structures

June 2016

glewood and Los Angeles International Airport. The project’s tunnel boring machine (TBM), Harriet, started boring the first of two twin tunnels for the project in early spring.

When Washington was asked about the current work happening at LACMTA during an event put on by the agency and Zocalo Public Square, he pointed to the Regional Connector Project as a game changer for the region.

The $1.55-billion underground rail system will run along a 1.9-mile alignment between the Blue and Expo Lines and the Gold Line and will provide a direct connection with three new stations planned for 1st Street/Central Avenue, 2nd Street/Broadway and 2nd Place/Hope Street in downtown Los Angeles.

The rail line, expected to be completed in 2020, will provide a one-seat, one-fare ride for commuters traveling north and south from Azusa to Long Beach and for commuters traveling east and west from East Los Angeles to Santa Monica without the need to transfer between rail lines. The TBM is expected to commence work this fall.

The third major project LACMTA hopes to move forward in 2016 is the Purple Line Extension Segment 2, which aims to tap into the job-rich west side of Los Angeles; also referred to as L.A.’s “second downtown.” LACMTA will seek a full funding grant agreement from the federal government to provide critical funding to pave the way for major construction on the 2.6-mile segment of the new line between La Cienega and Century City along Wilshire Boulevard.

Funds behind the projects

A major reason LACMTA is able to accomplish so much has been the dedicated funding provided by Measure R. Meawww.rtands.com

A measured approach to transit Opposite page: Testing on the Expo Line Phase 2.

This page: The final e-clip being installed on the Gold Line Foothill extension.

www.rtands.com

LACMTA/the source

sure R is a voter-approved half-cent sales tax for Los Angeles County to finance new transportation projects and programs and accelerate those already in the pipeline.

Approved in 2008, the tax took effect July 2009 with the Gold Line Foothill Extension and Expo Line Phase 2 Extension being the first rail projects to completed with Measure R funds.

Measure R alone does not fully fund all projects. As LACMTA said at the beginning of the year, its “eyes are also on the horizon and looking ahead to plan and seek out funding for long-term solutions in order to continue building the best, most innovative and customer-focused transportation system in the world.”

The LACMTA Board is considering putting another sales tax measure on the ballot in the November election, but is performing its due diligence prior to making its decision, which is anticipated to come on June 23. Despite it’s recent successes, asking voters for a sales tax increase is not guaranteed. LACMTA let voters decide on Measure J in 2012, which would have extended Measure R, but the attempt failed.

The potential ballot measure being weighed for the November election would ask voters to increase the countywide sales tax by a half-cent to 9.5 percent and continue Measure R for an additional 18 years, meaning both would potentially run through 2057 or 2067 if the LACMTA Board supports a 50-year plan. It is also considering a 45-year plan.

The spending plan would generate a projected $120 billion over 40 years for: New transit and highway projects; commuter rail; transit operations and projects to keep buses, trains and facilities in good repair; pedestrian and cycling connections and funding to keep fares affordable for students, seniors and the disabled.

LACMTA developed a draft expenditure plan of what those funds would help pay for and asked for public for input.

Under the draft expenditure plan rail-related projects slated for completion in its first 15 years include: • Crenshaw/LAX Line station and transit center to connect with LAX people mover • Purple Line Extension subway to Westwood (a decade earlier than currently planned) • East San Fernando Valley Transit Corridor from Orange Line Van Nuys Station to Sylmar/San Fernando Metrolink Station • High Desert Corridor right-of-way acquisition • Orange Line grade separation improvements • West Santa Ana Branch Corridor from Artesia to just north of the Green Line • Vermont Transit Corridor improvements between the Expo Line and the Red/Purple Line • A Gold Line extension east from Azusa to Claremont • Crenshaw/LAX Track Enhancement Project LACMTA said public feedback on the expenditure plan regarding the subject of rail indicated that participants wanted to build more rail lines faster, separate more rail lines from road crossings, improve bus-rail connections, provide more parking at stations, upgrade the Orange Line to light rail, improve safety and provide better signage at stations.

LACMTA Board Chair Mark Ridley-Thomas said the plan “reflects a tremendous amount of feedback from stakeholders across Los Angeles County and lays the groundwork for a regional, rational and equitable approach to meeting Los Angeles County’s diverse transit needs.”

In addition to the development of a draft expenditure plan, LACMTA also implemented a strategy to accelerate projects in a bid to bring them to “shovel-ready” status. According to LACMTA, Operation Shovel Ready anticipates potential grants, private sector participation and local community support that can help fund major infrastructure improvements already identified for L.A. County.

“We are on the verge of changing the transportation system throughout the county of Los Angeles. There are a number of projects – ranging from the Crenshaw/LAX Line connection to the LAX Airport, expanding hot lanes on the 5 Freeway, to a bike path on the L.A. River – that will help us move people more safely and efficiently throughout the region, “said Ridley-Thomas. “We are aggressively advancing the initial work on a range of projects, so that we are well positioned to possibly expedite those plans when funding for construction becomes available.”

Operation Shovel Ready specifies that any projects slated to move forward do so only with work that would be necessary even if the projects do not immediately receive funding for design and construction. In addition, funds needed to advance shovel-ready projects would not impact funding for currently approved projects.

“Experience shows that aggressively moving forward is more likely to advance projects quicker toward completion.

Many transportation agencies have moved projects through planning before complete funding commitments are received and have ultimately been successful,” said Washington.

Railway Track & Structures

June 2016 43

AREMA NEWS Professional Development

Message from the President

Seminars Introduction to Practical Railway Engineering July 20 - 22 Toronto, Canada Introduction to Practical Railway Engineering August 26 - 28 Orlando, FL

Finding the right talent

rail bulk terminal design August 27 Orlando, FL building the steel interstate August 27 Orlando, FL environmental permitting issues in railroad construction projects August 28 Orlando, FL intermodal terminal engineering August 31 - September 1 Orlando, FL track alignment design August 31 - September 2 Orlando, FL fra 213: Track Safety standards August 31 - September 2 Orlando, FL Railroad bridge load rating steel structures September 1 Orlando, FL

To see a complete list of all upcoming seminars and to register, please visit www.arema.org or contact DesireĂŠ Knight at dknight@arema.org

www.rtands.com

Brian A. Lindamood, PE AREMA President 2015-2016

There is a thing for which I have been looking for five years. It does not exist‌yet. What it is, does not matter. The railroad for which I work is not the only railroad that is interested in this particular thing. A number of suppliers are trying to produce such a thing and they are getting closer. I am confident that at some point they will succeed, and my railroad, as well as others, will be better for it.

Similarly, an issue developed on one of our projects several weeks ago, which needed attention by a person with a specific expertise.

We did not have that expertise available on staff, but we do have a number of general service agreements with consulting contractors who can provide such expertise. Within six hours, someone was on site to evaluate the situation and was able to provide the guidance that we needed for the project to move forward.

Our railway industry is fortunate to have the depth and breath of talent that is available to us in our suppliers and contractors. As the years have gone by, we have come to rely on their products and services more and more in our daily operation. Many are woven so seamlessly into our organization to the point it is difficult to distinguish them from railroad employees. We have all heard stories of bad results, but I feel that these situations are the exception, not the norm.

AREMA has benefited from these relationships, as well. Suppliers work within our committees, providing products that meet or exceed industry expectations and offer their expertise and experience as we review existing recommendations and develop new ones. Consultants share their expertise in the development of projects, lessons learned and their experience in designing, building and maintaining railway infrastructure. Just as with railways themselves, this wealth of knowledge is woven seamlessly into the materials and seminars that AREMA provides to the railway industry.

In late August, AREMA will be hosting the AREMA 2016 Annual Conference and Exposition in Orlando, Fla. In addition to several days of technical presentations, there will be more than 200 exhibits from various contractors, suppliers and consulting firms. These vendors are not only interested in discussing what they have to offer, but also in understanding your needs. It may feel like a sales pitch to you, but your feedback is critical in our industry as we continue to develop new and better technologies to operate our railways more safely and efficiently. Further, there will be scores of college students and recent graduates attending the conference, eager to apply their talent and enthusiasm in what will hopefully be a promising career in our industry.

This opportunity happens but once a year and I look forward to seeing you in Orlando in August.

Railway Track & Structures

June 2016 45

AREMA NEWS

Getting to know Kent Shue Each month, AREMA features one of our committee chairs. We are pleased to announce that the June featured chair is Kent Shue, chair of Committee 39 Positive Train Control (PTC).

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

SHUE: I began in GE Healthcare and after five great years, I came across an opportunity to work for GE Transportation Systems – Global Signaling in Kansas City, Kan., near my home town Topeka, Kan. They introduced me to the complex world of vital signaling electronics.

AREMA: How did you get started?

SHUE: I j o i n e d B N S F i n 2 0 1 0 , transitioning from the supplier side with GE Transportation Systems – Global Signaling. I pursued BNSF initially at the suggestion of others who were already employed by BNSF. This was during the initial plans for PTC and I was intrigued by the potential to bring new technologies to the railroad. After I began to work with the many different groups and experienced a wide variety of challenges, I was hooked.

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

SHUE: B e i n g i nvo l ve d w i t h t h e development of PTC standards for BNSF and the other railroads as a member of the Information Technology Committee, it soon became apparent that there was a need for PTC-related experience. At the suggestion of Richard Bowden (retired BNSF), I joined Committees 37 and 39.

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

SHUE: Just about anything mechanical or electronic, such as working on a classic car, dirt bikes, hunting, camping, Legos, metal/ wood working, computers, Programmable Logic Controllers, media centers and RC helicopters.

AREMA: Tell us about your family.

SHUE: I have been married for 29 years to my wonderful wife, Heather. We married while in school at Kansas State University. We have three amazing kids: Owen (eight years old), Noah (soon to be six years old) and Reece (soon to be four years old). So far, I believe we have two engineers and a princess.

AREMA: If you could share one interesting 46 Railway Track & Structures

June 2016

fact about yourself with the readers of RT&S, what would it be?

SHUE: Most everyone in my family has ended up in an engineering career; my grandfather, father, sister and two brothers.

AREMA: What would you say is your biggest achievement?

SHUE: A patent on an X-Ray tube cathode manufacturing weld design.

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

SHUE: Look for a job that aligns with your personal interests. It is very exciting to work a job that is something you normally research outside of work anyway. Railroad technology is advancing at an amazing pace and still has years of technological opportunities ahead of it.

Kent Shue Engineer Standards and Methods BNSF Railway

Past scholarship winner, now railroader:

Lauren Schroedter

Lauren, you started your rail career as an AREMA student member at Northeastern University; how did this participation guide you to your career goals? AREMA offers members access to a network of interesting and talented people who are united by their interest in the railroad industry. Charley Chambers, one of the members of the Education and Training Committee, was kind enough to offer me an internship and to share as much of his knowledge as I could absorb. Without the benefit of AREMA connecting me with Charley, I do not think I would be where I am today enjoying a successful career in the rail industry.

In 2007, you were the recipient of the AREMA President’s Scholarship a n d i n 2 0 0 8 , yo u r e c e i ve d a n AREMA Scholarship. How did these scholarships impact you while you were at Northeastern University?

They helped lessen the financial burden of attending college and allowed me to focus on my studies and participate in

extracurricular activities.

What is your biggest accomplishment dur ing your career at Hanson Professional Services Inc.?

Being offered the opportunity to be the construction manager for the civil por tion of a $98-million American Recovery and Reinvestment Act project in Kelso, Wash.

Outside of your career, what do you do with your spare time?

I enjoy reading, playing board games with friends and working on garden and house improvement projects with my husband.

I love to travel when my work schedule permits. I am involved in engineering groups outside of work and am currently the president of the Puget Sound Chapter of the Institute of Industrial and Systems Engineers.

If you could tell your younger self one thing, what would it be?

Don’t pass up on an opportunity because it is not the ideal; the best opportunities are often not the ones you would have expected at first glance. www.rtands.com

Upcoming Committee Meetings

June 12-14 Committee 24 - Education & Training

Anchorage, AK

June 16-17 Committee 30 - Ties

Urbana, IL

June 28-29 Committee 10 - Structures, Maintenance & Construction Kansas City, MO July 27-28 Committee 7 - Timber Structures

Denver, CO

Sept. 20-21 Committee 15 - Steel Structures

Buffalo, NY

Oct. 25-26

Committee 36 - Highway-Rail Grade Crossing

Warning Systems

Jacksonville, FL

Oct. 26-27

Committee 37 - Signal Systems

Jacksonville, FL

For a complete list of all committee meetings being held at the AREMA 2016 Annual Conference & Exposition please visit www.arema.org/meetings/2016.

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

AREMA Webinar: Track Inspection and Maintenence Date: June 23, 2016 Time: 2:00 p.m. EST (60 minutes) Presented by: Megan McIntyre, Manager Engineering, BNSF Course Description: Track inspection is the backbone of ongoing track maintenance. While occurring as a regulatory requirement, it also assists in the maintenance planning process. Learn about different types of inspections, Federal Railroad Administration/Transport Canada regulations and their application and the use of today's technology.

Understand the elements of basic track maintenance and program (capital) maintenance.

Register now online at www.arema.org or contact DesireĂŠ Knight for more information at dknight@arema.org.

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

www.rtands.com

FYI‌

Registration is open for the AREMA 2016 Annual Conference & Exposition, August 28-31, 2016, in Orlando, FL. Visit www.arema.org to register today.

The AREMA 2016 Manual for Railway Engineering i s n o w available. Order your updated, 2016 version online at www.arema.org or with Morgan Bruins at 301-459-3200, ext. 711 or mbruins@arema.org.

Do you want to generate leads, promote a product and reach a target audience? Sign up for sponsorship of the AREMA 2016 Annual Conference & Exposition. Please contact Lindsay Hamilton at lhamilton@arema.org for more information on sponsorship investment opportunities.

Post your career opportunity now on AREMA's Railway Careers Network Target your recruiting and reach qualified candidates quickly and easily.

Use code JUNE2016 for 10 percent off the three, five and 10 pack of job postings during the month of June.

Start posting jobs today.

AREMA on social media... Stay up-to-date on the most recent AREMA information through all official social media outlets. Become a fan of the AREMA Facebook Page and join the AREMA LinkedIn Group.

Not an AREMA Member?

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

June 2016 47

AREMA NEWS

Ask John Report:

Timber cap replacement Part 1 of 2

by Robert Keller, P.E., senior engineer, Rebecca Arthur, mechanical engineer, Dan Tingley Ph.D., P.E. (Canada), RPEQ, MIEAust CPEng, senior structural engineer, wood technologist, Wood Research and Development, Jefferson, Ore.

Acknowledgments

Thanks to all of the AREMA Committee 10 and 7 members for their assistance in preparing this report.

Introduction

Today’s rail traffic has seen an increase in both load limits and track speeds. One result of this trend is the record number of timber pile cap failures. To be sure, these caps can be replaced in-situ as shown below, but it is critical to ask why they are failing. Timber bridges have a useful life expectancy of approximately 60 years or longer and components of older bridges are naturally deteriorating and must be replaced. However, many of the timber caps are failing in shear and many of those are newer timbers.

While some might argue that new timber caps do not have the structural strength required for today’s loading and should be replaced with concrete caps, are there other factors that need to be considered?

Caps failing in shear

AREMA Manual for Railway Eng ineer ing, Chapter 7, has been in use for many decades serving the railway industry. The load distribution equations found in Chapter 7 were wr itten in the 1940s providing continuity between the pile tops and the caps. These equations were based on deformation. The basis for this assumption was that the piles were fixed at their base. This was, and still is, appropriate for bents with piles that are structurally sound. If some piles are compromised and pumping up and down below the base with the application of load, the caps will distribute the load to the stiffer piles.

48 Railway Track & Structures

June 2016

This will change the shear diagram of the cap and simply changing the cap from wood to concrete will not address the problem. This appears to be the reason that new timber caps that are properly designed for loads are cracking shortly after installation, not that the quality of our current timber has dropped over the years. More than wood quality in the current timber supply chains, it could very well be a case of misunderstanding that the cap must be supported properly.

Many properly designed newer caps are failing in shear as shown in Figures 1 through 4.

Wood Research and Development (WRD) recently conducted a study of timber cap shear distribution and timber pile load distribution. Structural

Figure 1, top left: Shear cracks in cap. Pile on the right has developed a gap between cap and pile resulting in poor bearing.

Figure 2, top right: Severe shear cracks have formed in the timber cap. Also, vertical grain shear failure at the late/early wood interface has compromised the stringer at the center.

Figure 3, bottom left: Shear cracks in the cap above resulting from excessive deflection in this road over rail bridge.

Excessive deflection and increased shear were caused by pile pumping or cavitated or undersized members.

Figure 4, bottom right: The sill plate has collapsed under the piles. The resulting poor pile bearing has allowed excessive deflection of the cap above. www.rtands.com

software called Multiframe with solid modeling capability was utilized to verify the load distr ibution values obtained by utilizing the deformation based simultaneously solved equations given in AREMA Manual for Railway Engineer ing, Chapter 7, Timber Structures. In addition, the timber cap shear distribution was studied during the process. A six pile bent was considered in the initial study.

Cap shear was considered in a six pile bent where: • a = 31 inch = width of stringer bearing on cap, • b = 130 inch = distance between outer piles, • C1 = 15 inch, C2 = 39 inch = distance of inner pile from centerline of bent, • L = 30 foot = effective length of pile, • R = 60.2 kips = live load taken by one bent (one rail), • 12 inch diameter piles were used.

Stringers were assumed to load the cap uniformly and the cap loading the tops of the piles uniformly. The Multiframe software was programmed based on all piles being ver tical for simplicity. Battering P1 and P6 only changed the vertical reaction by 24 pounds in the load case that was checked. The AREMA pile load distr ibution for mulas also assume vertical piles.

The starting point looked at the shear stress using the loads distributed per Figure 7-A1-2. The distances between the piles were relatively small given the depth of the cap. The spaces between piles were such that all locations along the cap were within depth d of a pile.

Since caps in the field are developing horizontal shear cracks, it is clear that something else must be occurring that produces high horizontal shear stresses.

This analysis did not ignore loads within depth d of the supports. Shown in Figure 5 are four shear diagrams for different load cases. They are AREMA Figure 7-A1-2; Multiframe with all piles fixed; Multiframe with 50 kip per inch springs for piles 2 through 6 and Multiframe with 25 kip per inch springs for piles 2 through 6. The springs represent a pumping pile or a www.rtands.com

gap between the pile top and the cap.

To better understand what is happening with the horizontal shear stress in such cases, fv was calculated using maximum shear, V, in the first diagram at the face of P3 of 19.7 kips with a subsequent fv equal to 162 psi. Given that this is at the face of a support, problems were not expected with this shear stress.

The next step was to model what happens when some of the piles lose

capacity. This was done by replacing the vertical restraint of piles P2 through P5 with springs. The spring constants were changed to model what happens when piles become compromised. What is striking about this analysis is the amount of load that distributes to P1 (and P6) when interior piles start to pump.

Part 2 will appear in the July 2016 issue of RT&S.

Figure 5, below: Shear diagrams: as per AREMA Figure 7-A1-2; Multiframe with all piles fixed; Multiframe with 50 kip per inch springs for piles 2 through 6 and Multiframe with 25 kip per inch springs for piles 2 through 6.

Railway Track & Structures

June 2016 49

50 Railway Track & Structures

June 2016

www.rtands.com

AREMA Publications 2016 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: • Track • Structures • Infrastructure & Passenger • Systems Management.

The Manual is an annual publication, released every April. It is available in a multi-volume loose-leaf format, CDROM, revision set (loose-leaf only) and individual chapters (downloadable format).

Downloadable Chapters Available Online.

2016 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.

Downloadable Sections Available Online.

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

Railway Memoirs by William G. Byers, PE To see a complete list of available publications and to order, please visit www.arema.org or contact Morgan Bruins at +1.301.459.3200, ext. 711, or mbruins@arema.org.

www.rtands.com

2014 Portfolio of Trackwork Plans ©

The Portfolio of Trackwork Plans consists of plans and specifications that relate to the design, details, materials and workmanship for switches, frogs, turnouts and crossovers, crossings, rails and other special trackwork.

This is a companion volume to the Manual for Railway Engineering.

AREMA Bridge Inspection Handbook ©

The AREMA Bridge Inspection Handbook provides a comprehensive source of information and criteria for bridge inspections for engineers engaged in the assessment of railway bridges.

This handbook is published as a guide to establishing policies and practices relative to bridge inspection. It covers such topics as confined spaces, site conditions, loads & forces, nomenclature, bridge decks, timber, concrete & steel bridges, movable bridges, tunnel and culvert inspections, and emergency & post-earthquake inspections.

Also included are many color photographed examples in several chapters, as well as a glossary in the back of the book.

Practical Guide to Railway Engineering ©

This guide provides a comprehensive overview and understanding of the railway system.

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

Railway Track & Structures

June 2016 51

PRODUCTS

CALENDAR

JUNE 19-22. APTA 2016 Rail Conference. Sheraton Grand Phoenix. Phoenix, Ariz. Contact: Kwakuita Spence.

Phone: 202-496-4845. E-mail: kspence@apta.com.

Website: www.apta.com.

28-30. RSSI 56th Annual C&S Exhibition. Gaylord Texan Resort. Grapevine, Texas. Contact: Mike Drudy.

E-mail: mike@rssi.org. Website: www.rssi.org.

Compressor

Vanair Manufacturing introduced its Reliant RS85 rotary screw air compressor. The Reliant RS85 replaces Vanair’s Viking and Viper Hydraulic product lines and with its enhanced cooling capabilities, has up to 85 CFM at 100 psi.

The Reliant can operate up to a 90-pound jackhammer and a one-inch impact wrench. It is equipped with a direct drive system eliminating any belts or pulleys and is a much quieter machine than its predecessor. The Reliant RS85 is equipped with a unique air end that is exclusive to Vanair.

Phone: 219-879-5100.

JULY 24-27. 2016 American Railway Development Association Annual Meeting. Renaissance Las Vegas, Las Vegas, Nev. Contact: Fred Oelsner. E-mail: staff@amraildev.com. Website: www.amraildev. com/2016annualmeeting.

27-28. Rail Depots & Maintenance Facilities 2016.

Capital Hilton Hotel. Washington, D.C. Website: http:// www.rail-depots-maintenance-facilities.com.

AUGUST 2-4. Railway Engineering Short Course. Newmark Civil Engineering Lab. Urbana, Ill. Phone: 217-244-4600.

E-mail: railtec-shortcourse@mx.uillinois.edu. Website: http://railtec.illinois.edu/short-course/overview.php.

8-12. 2016 RTA Crosstie Grading Seminar. Best Western Riverfront. La Crosse, Wis. Bangor, Wis. Phone: 770-460-5553. E-mail: ties@rta.org. Website: www.rta.com/grading-seminar.

8-12. Railway Engineering Short Course. Newmark Civil Engineering Lab. Urbana, Ill. Phone: 217-2444600. E-mail: railtec-shortcourse@mx.uillinois. edu. Website: http://railtec.illinois.edu/short-course/ overview.php.

28-31. AREMA 2016 Annual Conference & Exposition. Hilton Orlando. Orlando, Fla. Fax: 301-4598077. Website: www.arema.org.

Kneeling pad

Ergodyne now offers the ProFlex® 385RF Large Kneeling Pad with Reflective Edge to its Kneeling Pad Line. The company says the new kneeling pad offers the trusted comfort workers have come to expect from the ProFlex brand with the addition of reflectivity. The silver reflective stripes increase visibility – helping to ensure the kneeling pad will not be left somewhere it shouldn’t be and to provide further awareness of kneeling workers. The pad is said to be ideal for applications where foreign object management is a priority workers in low-light environments. Phone: 800-225-8238.

52 Railway Track & Structures

June 2016

SEPTEMBER 15-16. Next-Gen Train Control. Key Bridge Marriott.

Arlington, Va. Phone: 212-620-7208. E-mail: conferences@ sbpub.com. Website: www.railwayage.com/nextgen.

OCTOBER 26-28. 98th Annual Railway Tie Association Symposium and Technical Conference. Hyatt Regency Coconut Point Bonita Springs, Fla. Phone: 770-460-5553. E-mail: ties@ rta.org.

27-28. Energy by Rail. Key Bridge Marriott. Arlington, Va. Phone: 212-620-7208. E-mail: conferences@sbpub. com. Website: www.railwayage.com/energy. www.rtands.com

Ad Index Company

Phone #

American Concrete Products Co.

Fax#

e-mail address

402-339-3670

AREMA Marketing Department

301-459-3200

Century Group Inc.

bhutchinson@enterprise-properties.com

301-459-8077

800-527-5232 ext.118

Page #

marketing@arema.org

800-887-2153

31

816-241-4888

816-241-3710

bboehm@cte-equipment.com

Danella Rental Systems, Inc.

610-828-6200

610-828-2260

pbarents@danella.com

770-944-9136

fbrown142@aol.com

770-944-1930

L.B. Foster Co.

412-928-3506

Harsco Rail

803-822-7551

HiRAIL Coporation

412-928-3512

Hougen Manufacturing, Inc.

41 19

39 7

info@hirailleasing.com

15

800-309-3299

info@trak-star.com

6

763-478-2221

sales@loram.com

Cover 2

info@ltresources.com

14

Loram Maintenance of Way, Inc.

763-478-6014

LT Resources, Inc.

800-440-1517

281-444-1517

Michigan State University

517-353-0860

517-353-0796

32

Mitchell Equipment Corporation

734-529-3400

734-529-3433

lovitt@mitchell-railgear.com

4

Moley Magnetics, Inc.

844-662-4638

716-434-5893

sales@moleymagneticsinc.com

12

Neel Company, The

11

mteeter@harsco.com

705-848-1893

866-245-3745

glippard@lbfosterco.com

803-822-7521

866-572-7314

Cover 3

railroad@centurygrp.com

Custom Truck & Equipment Dixie PreCast

19

703-913-7858

Oldcastle/Startrack Sales

703-913-7859

888-965-3227

Omega Industries, Inc.

360-694-3221

OMNI Products, Inc.

815-344-3100

Plasser American Corporation

866-724-5238

757-494-7186

5 21

omegaxings@aol.com

33

bcigrang@omnirail.com

18

jim.baker@oldcastle.com

360-694-3882

815-344-5086

757-543-3526

RAILCET

jlewis@neelco.com

03-794-4297

plasseramerican@plausa.com

217-522-6588

Cover 4

grif1020@yahoo.com

20

Rail Construction Equipment Co.

866-472-4510

630-355-7173

dennishanke@rcequip.com

8

Railway Tie Association

770-460-5553

770-460-5573

ties@rta.org

2

952-469-1926

jrhansen@railworks.com

16-17

rgpieper@rblinc.com

13

a.thoreson@vhtruck.com

32

RailWorks Corporation

866-905-7245

RBL, INC. / ROBOLUBE

612-339-9395

V&H Inc., Trucks

715-486-8800

612-339-1316 714-387-0657

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) 633-1165 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 Jerome Marullo (212) 620-7260 55 Broad St., 26th Fl. Fax: (212) 633-1863 New York, NY 10014 jmarullo@sbpub.com AL, AR, IN, KY, LA, MI, MS, OH, OK, TN, TX Marc Condon (312) 683-5021 20 South Clark St. Fax: (312) 683-0131 Ste. 1910 Chicago, IL 60603 mcondon@sbpub.com

www.rtands.com

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

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

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

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

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

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

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

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

Railway Track & Structures

June 2016 53

NEW & USED EQUIPMENT

Professional Directory

IS THERE SUCH A THING AS BEING OLD ENOUGH TO KNOW BETTER; YES - EST 1910

Rotary Dump

Grapple Truck

Hytracker

LEASE or BUY Hirail Gradall w/opt. Brush Cutter

Hirail Platform/Tunnel Truck

Custom Build New or Used Chassies.

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

Products and services

RAILROAD SERVICES

REESE

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

WHAT CAN WE DO FOR YOU?

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

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

K. W. Reese, Inc.

Grapple Trucks Magnets & Self Propelled

Box 298 • Mercersburg, PA 17236

(717) 328-5211 •

fax

Est. 1910

(717) 328-9541 • www.kwreese.com

5 Time NRC SafeTy awaRd wiNNeR Section Trucks Telescoping & Articulating Cranes

NEW & USED EQUIPMENT

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

Paragon Railcar Quality railroad flat cars for in-plant use 60` & 89` flat cars available for sale for non-interchange service or to be converted into a bridge deck. As low as $10K. Structural engineering services available.

and many more truck configurations...

Track Maintenance Trucks

877-888-9370

Contact Info: noah@prsx.com

ASPENEQUIPMENT.COM/RAIL

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NEW & USED EQUIPMENT

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

PARTS • SALES • SERVICE

E-Mail: RelamCFE@aol.com Tel: 440-439-7088 Fax: 440-439-9399 Visit our website at: www.relaminc.com EQUIPMENT FOR SHORT OR LONG TERM LEASE HARSCO AND NORDCO TAMPERS 6700S, SJ, SJ2, Mark IV Switch and Production Tampers 3300 and HST Chase Tampers 3000 Tampers w/Raise & Line or Chase Tampers 2400 Tampers w/Raise & Line HYDRAULIC STABILIZERS HARSCO TS-30HDs TIE INSERTERS/EXTRACTORS Nordco TRIPPs 925 S/Ss, Standards, KTR-400s KNOX KERSHAW PRODUCTS KBR-860-925-940 Ballast Regulators & Snow Fighters KBR-940 Dual Head Brush Cutters KTC-1200 Tie Cranes KKA-1000/1050 Kribber-Adzers KPB-200 Plate Brooms NORDCO ANCHOR APPLICATORS, SPIKERS & GRABBERS Model F Anchor Machines and BAAMs Models CX and SS Spikers Model SP2R Dual Grabbers RACINE RAILROAD PRODUCTS Dual Anchor Spreaders, Squeezers, Knockers (Anchor Removers), Anchor Applicators, DAACs (Dual Anchor Adjuster Cribber), Dual e-Clip Applicators, Ride-on Regauge Adzers, TPIs, Tie Straighteners, OTM Reclaimers, SAFELOK IIIs (SAR IIIs) HI-RAIL CRANES, SPEEDSWINGS & RAILHEATERS Pettibone Model 445E/F Speedswings w/Multiple Attachments (F’s with Tier 4 Engine) Geismar 360/360-Tronic Hi-Rail Excavators, (Cold Air Blower, Brush Cutter, Grapple, Heel Boom, Train Air & Knuckle available) Badger 30 Ton Cranes w/Hi-Rails Propane and Diesel Railheaters - Single & Dual Sided, Selfpropelled w/Vibrators HI-RAIL TRUCKS, EXCAVATORS, & CARTS Hi-Rail Gradalls, XL3300 Series III w/Digging Buckets & Brush Cutters Hi-Rail Rotary Dumps, Various Hi-Rail Pickups Hi-Rail Grapple Trucks (available w/Magnet, Rail Racks & Creep Drive) 25-ton Hudson Ballast Cars 25-ton Rail and OTM Carts, 5-ton Tie Carts

NEW & USED Grapple Trucks, Roto Dumps, Mechanics Trucks and Pickups.

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

Available for Lease 3000 cu ft Covered Hopper Cars 4650 cu ft Covered Hopper Cars 3600 cu ft Open Top Hopper Cars 100 ton Automated/Manual Ballast Cars 4480 cu ft Aluminum Rotary Open Top Gons 65 ft, 100-ton log spine cars equipped with six (6) log bunks

MARKETPLACE SALES

Contact: Tom Monroe: 415-616-3472 Email: tmonroe@atel.com

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

ALL MAJOR CREDIT CARDS ACCEPTED www.rtands.com

Railway Track & Structures

June 2016 55

NEW & USED EQUIPMENT

Authorized Harsco Remanufacturer For Sale

Remanufactured Harsco 6700 SJ2 Switch Production Tampers Equipped with the latest technology, considerably less expensive than new, and full one year warranty. Customer satisfaction guaranteed.

Have an old, worn out 6700 Tamper? We have your solution.

Call 620-485-4277 or visit precisionrwy.com for more details.

Want to see some of our work? Scan the QR Code for our YouTube channel.

Remanufactured 6700 sales

On-site training

MANY YEARS OF EXPERIENCE IN THE DESIGN AND CONSTRUCTION OF RAILROAD EQUIPMENT

Equipment leasing

Trade ins accepted

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

JOHN GALLO

BUSINESS DEVELOPMENT MANAGER 402-990-9385 JOHNG@OMAHATRACK.COM

MOW Integrated Carbide Tools 6700 Tamping Tool JK-635

GLOBAL RAIL TENDERS

MKIV Tamping Tool JK-215L/R

Turning Opportunities into New Business

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

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

• Class 1 product approval

• Genuine OEM parts

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

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