RT&S July 2015

July 2015 | www.rtands.com

The Evolution of

fastening systems

PLUS

Special trackwork report Rail welding practices and also AREMA News p.36

Contents July 2015

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Features

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Industry Today 5 Supplier News 8 People

Fastening systems take a firm hold Customer requests are driving the evolution of the next generation of fastening systems and suppliers are eager to listen.

Columns Pandrol USA

Progress Rail Services

News

RAILWAY TRACK AND STRUCTURES

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Special trackwork focus Manufacturers are developing improved components while dealing with issues ranging from vandalism to tangential geometry.

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Rail welding’s spark Rail welding service providers focus their efforts on improving the weld process to produce welds with longer service life.

30 Departments 12 TTCI R&D 36 Arema News 43 Calendar 44 Products 45 Advertisers Index

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On Track PTC doomsday approaching?

45 Sales Representatives 46 Classified Advertising 47 Professional Directory

NRC Chairman’s Column Railroad Day on the Hill 2015, a great event

voestalpine Nortrak

9

Amsted RPS fasteners on a bridge. Story on page 17.

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Railway Track & Structures

July 2015 1

On Track

RAILWAY TRACK AND STRUCTURES

Vol. 111, No. 7 Print ISSN # 0033-9016, Digital ISSN # 2160-2514 EDITORIAL OFFICES 20 South Clark Street, Suite 1910 Chicago, Ill. 60603 Telephone (312) 683-0130 Fax (312) 683-0131 Website www.rtands.com Mischa Wanek-Libman/Editor, mischa@sbpub.com Jennifer Nunez/Assistant Editor, jnunez@sbpub.com CORPORATE OFFICES 55 Broad St 26th Fl. New York, N.Y. 10004 Telephone (212) 620-7200 Fax (212) 633-1165 Arthur J. McGinnis, Jr./ President and Chairman Jonathan Chalon/Publisher Mary Conyers/Production Director Wendy Williams/Creative Director Maureen Cooney/Circulation Director Michelle Zolkos/Conference Director

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

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

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PTC doomsday approaching?

W

e here in Chicago are used to so-called “doomsday” scenarios. In the 14 years that I’ve called this city home, I’ve survived two near miss doomsday situations with local transit officials as the various agencies faced funding crises and, currently, the state’s newly-elected governor is utilizing some ambitious or aggressive (depending on your view of things) tactics to try to remedy a budget mess.

So, it was with great fanfare, and a lot of media coverage, that testimony from Federal Railroad Administration (FRA) Acting Administrator Sarah Feinberg at a U.S. House Transportation & Infrastructure Committee Subcommittee on Railroads, Pipelines and Hazardous Materials hearing on June 24 grabbed the industry’s attention. Feinberg said the FRA was prepared to levy “civil monetary penalties,” e.g., fines, against those entities not in compliance with the Positive Train Control (PTC) mandate deadline of Dec. 31, 2015.

To combat the argument that PTC’s complexity and cost have made the deadline an unattainable goal, Feinberg’s written testimony said, “When railroads submitted their PTC [Implementation Plans] in 2010, they stated they would meet the 2015 deadline per the requirements of [the Rail Safety Improvement Act (RSIA) of 2008]. All submitted plans acknowledged that there would be few, if any, technical and programmatic issues related to the design, development, integration, deployment and testing of PTC systems that would require resolution.”

Those plans were submitted just two years after RSIA and before issues with acquiring proper radio spectrum, interoperability and a year-long delay in antennae installation, courtesy of the Federal Communications Commission, were fully understood.

Yes, elements of PTC have been around for years, but the PTC system being implemented today had to be developed, built and is still being tested and modified. Why did it take

63 years for man to land on the moon, when the first flight of the Wright brothers took place in 1903? Technology had to catch up with an idea and then be tested and retested.

To further complicate the PTC matter, Frank Lonegro, CSX’s vice president service design, told the subcommittee hearing that RSIA “has the potential to make railroads’ operations unlawful as of Jan. 1, 2016. Because the law requires that tracks carrying passengers or [toxic-by-inhalation (TIH)] freight be equipped with PTC, operating any trains carrying passengers or TIH freight on tracks without PTC would be in conflict with the law.”

Lonegro then asked if railroads should cease hosting passenger service or refuse to carry TIH freight on those lines not in full PTC compliance and what effect that would have.

As the industry continues to slog through the PTC issue, will there be a doomsday waiting for us in January?

Based on the above, yes; based on situational reality, no. Remember the saying “too big to fail” from the last financial crisis? I think it works two-fold in the PTC situation.

First, what mode of transportation will be able to absorb the extra traffic should railroads refuse TIH freight and stop hosting passenger service? There isn’t one. Our road system is already maxed out in many urban areas; a major traffic shift would clog the works of too many economic centers.

Second, the railroads have invested time, money and manpower into the development of this system. Safety has and will always be the industry’s top priority. I believe the railroads when they say they are committed to PTC implementation. It won’t be ready by the end of the year, but the industry has invested too much to not see it through.

Mischa Wanek-Libman, Editor Railway Track & Structures

July 2015 3

INDUSTRY TODAY NS renames Bellevue yard for Moorman Norfolk Southern is naming its largest freight train classification yard after Wick Moorman for his leadership in support of freight railroads and their investors, customers and employees.

Moorman Yard is now the official name of Norfolk Southern’s Bellevue, Ohio, yard. Moor man, who was named chairman, president and chief executive officer in 2006, retired June 1, 2015, as CEO and has assumed duties as executive chairman of the corporation’s board of directors.

Moorman Yard is the largest rail yard on the NS system after the recent completion of $160 million in improvements that doubled its size. It is one of NS’ 11 primary classification yards, where freight cars are collected and sorted for their final destinations.

Five NS mainlines converge at the yard that is midway between Chicago and New York, allowing some 3,200 carloads of freight to be distributed daily.

Strides made to implement PTC, but FRA says fines could still be levied Federal Railroad Administration (FRA) Acting Administrator Sarah Feinberg told the House Transportation & Infrastructure Committee’s Subcommittee on Railroads, Pipelines and Hazardous Materials during a June 24 hearing on the status of Positive Train Control (PTC) implementation that “the law is the law” and FRA is prepared to hand down civil monetary penalties as of Jan. 1, 2016, to those railroads found not to be in compliance with the mandate.

Feinberg said the penalties, which range between $2,500 and $25,000 per violation per day, are “designed to bring railroads that are in violation of the deadline into compliance with the law as soon as safely possible.”

Feinberg also touched on FRA’s request that additional authorities be granted to the agency in order to “address the safety gap that will exist for many railroads between Jan. 1, 2016 and full PTC implementation.”

This would include granting FRA authority over PTC systems and their operation under controlled conditions before final system certification is complete and authorize the FRA to require railroads use of alternative safety technologies on specified line segments in lieu of PTC until it can be fully implemented.

“These interim requirements will likely be costly to railroads, but FRA believes they will save lives while bridging the gap to successful PTC implementation,” Feinberg said.

In his most recent update to the FRA on PTC, Association of American Railroads (AAR) President and Chief Executive Officer Edward R. Hamberger said U.S. freight railroads are making progress on PTC implementation, but it will be impossible to meet the congressionally mandated Dec. 31, 2015, deadline given the sheer size and scope of the task.

“Reaching deadlines is important, but even more important is that when PTC is turned on it is fully operational and enhancing safety,” said Hamberger, who noted freight railroads have already invested about $5.7 billion in private capital into PTC and expect to spend billions more by the time it is fully implemented.

He points out that freight railroads have a team of 10,000 employees, manufacturers, software designers and safety experts devoted full time to developing, installing and testing the safe creation of PTC. “Freight railroads have been moving forward with PTC for years and remain 100 percent committed to ensuring this complex ‘system of systems’ gets safely installed and thoroughly vetted and tested. Our railroads have 62,000 miles to equip with PTC and getting that safely completed is a top priority,” said Hamberger. “Freight railroads have indicated for some time they require until 2018 to deploy all the necessary equipment and outfit the locomotive fleet, followed by up to two years of testing and validation that the nationwide system is properly working in all regions.”

Marullo joins Simmons-Boardman Rail Group sales team Jerome Marullo has joined the Railway Division of SimmonsBoardman Publishing Corp. as eastern regional advertising sales manager, with responsibility for Railway Age, Railway Track & Structures and International Railway Journal. He replaces Mark Connolly, who retired in May after nine years with Simmons-Boardman Publishing.

Marullo most recently was director, Strategic Accounts with the Physician’s Desk Reference. He also

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July 2015

held sales positions with Advanstar Communications, Ascend Media and Engage Healthcare Communications.

A 1994 graduate of Rider University (N.J.), Marullo also holds a United States Golf Teachers Federation Professional Golf Instructor Level 3 Certification.

“Jerry comes to us with more than 13 years of media sales experience in the business-to-business marketplace,” said Simmons-Boardman Rail Group Publisher Jonathan Chalon. “He spent much of his career in the very competitive medical industry. We’re very pleased to have him join our experienced sales team for our global railway industry publications.”

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L&I, CSX, MassDOT and R.J. Corman all move forward with line deals Three separate transactions this past month will bring new operators and owners to rail lines in five states.

Louisville & Indiana Railroad (L&I), a subsidiary of Anacostia Rail Holdings, and CSX completed an agreement that grants CSX a permanent easement to operate over the L&I’s 106-mile rail corridor between Indianapolis, Ind., and Louisville, Ky. In addition to CSX’s $10 million easement purchase, the two companies finalized an operating agreement that provides for an additional $90 million in infrastructure upgrades over the next several years to improve the track structure and right-of-way along this key freight route.

Over the next several months, 20 miles of new rail will be installed along the southern portion of the line. Representatives from both railroads began a series of joint meetings to provide project status updates and to

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Supplier News

address community concerns.

In other CSX news, the Massachusetts Department of Transportation completed the $23-million acquisition of the Framingham Secondary Rail Line from the Class 1.

The 21-mile segment connects Framingham and Mansfield. MassDOT said purchase of the line is a strategic investment in that it provides added rail capacity that allows for passenger service to travel on alternative routes in cases where capital projects may disrupt normal service.

Last, R.J. Corman Railroad Company signed an agreement to purchase Carolina Southern Railroad, an 80-mile shortline railroad in eastern North and South Carolina, for $13.9 million. The company plans to rehabilitate and operate the rail line, which was voluntarily shut down in 2011. The multi-million dollar rehab process will begin once the acquisition is complete and will take at least four months.

Crosslinx Transit Solutions, a consortium including Aecon, ACS Infrastructure Canada, EllisDon and SNC-Lavalin, has been selected by Metrolinx and Infrastructure Ontario as the preferred proponent for the development of the Eglinton Crosstown Light Rail Transit project in Toronto.

California High-Speed Rail Authority awarded a $1.23-billion contract to construct a 60-plus mile portion of high-speed rail between Los Angeles and San Francisco to the joint venture team of Draga-

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INDUSTRY TODAY Supplier News dos USA and Flatiron.

Georgetown Rail Equipment Company acquired SENSR from Reference LLC, located in Elkader, Iowa.

The Honolulu Authority for Rapid Transit awarded a $78.9-million construction contract to Hawaiian Dredging Construction Company to build three rail stations in the Waipahu area at West Loch, Waipahu Transit Center and Leeward Community College.

Holland LP received the TTC Excellent Supplier designation for the nineteenth time based on its overall Supplier Evaluation Committee review.

6 Railway Track & Structures

Gov. Hogan strips funds but moves Purple Line forward; stops Red Line Maryland Gov. Larry Hogan gave the go ahead on a “more cost-effective and streamlined” version of the proposed Purple Line, but said the Red Line project would not proceed. The decision on the Red and Purple Lines was part of a larger announcement that Maryland was making a $1.97-billion investment in its infrastructure.

The Purple Line, as it is currently envisioned, would be a 16-mile, $2.5-billion light-rail line extending from Bethesda in Montgomery County to New Carrollton in Prince George’s County.

Maryland originally committed to provide $700 million in funds to the Purple Line, but Gov. Hogan said that would now be reduced to $168 million.

“I have always said this decision was never about whether public transit was worthwhile, but whether it is affordable and makes sense,” said Gov. Hogan. “In reducing costs here, hundreds of millions of dollars will become available for other important projects.”

The decision to scale back funding puts

July 2015

more pressure on federal sources, as well as Prince George’s and Montgomery counties to fill in the monetary gap.

The Prince George’s County Council commended Gov. Hogan for moving the Purple Line forward, but expressed concern about the reduced funding.

The governor said his decision regarding the Red Line was not to be seen as a decision against transportation, but rather against “wasteful boondoggles.” The Baltimore Red Line would have built a 14.1-mile east-west light-rail line at an estimated cost of $2.9 billion. Gov. Hogan stated the estimated ridership of the line does not justify the cost.

Baltimore Mayor Stephanie RawlingsBlake said she was “disheartened” by the governor’s decision to axe the Red Line, but vowed to find transit opportunities for the city’s residents.

Rep. Chris Van Hollen (D-MD-8) called Gov. Hogan’s decision “mixed news” for the future of critical transportation projects in the state.

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INDUSTRY TODAY Google to integrate crossing data into maps Google and the Federal Railroad Administration (FRA) have teamed up in an effort to improve grade-crossing safety for drivers and passengers.

FRA said Google has agreed to integrate FRA’s GIS data, which pinpoints the location of the nation’s approximately 250,000 public and private railroad crossings, into its mapping services.

“For drivers and passengers who are driving an unfamiliar route, traveling at night or who lose situational awareness at any given moment, receiving an additional alert about an upcoming crossing could save lives. We know that more and more drivers today use map applications on smartphones to guide them to their destinations. When drivers are alerted or reminded that there is a rail crossing ahead, they may be more likely to remain alert, use greater caution and obey the signal crossings,” wrote FRA Acting Administrator Sarah Feinberg in the Department of Transportation’s Fast Lane blog. “Last year, approximately 270 people died in highway-rail collisions that were largely preventable. This is the first time this decade in which that number has actually increased from the previous year. We can - and should - do everything possible to end vehicular-train incidents at rail crossings. With Google and other tech companies’ help, I’m confident that we can achieve this goal even faster.”

PEOPLE Atkins hired David Thurston, Ph.D., PE, as a senior technical director, Dan Mesnick as program director for asset management, Jonas Radstrom as national rail systems director and Sergio Callen as regional business development manager.

Joseph Szabo will become executive director of the Chicago Metropolitan Agency for Planning.

Dallas Area Rapid Transit appointed Maureen McCole, Garrome Franklin and David Schulze to the roles of vice president, commuter rail/railroad management, vice president, chief safety officer and vice president for policy and strategy, respectively.

Alireza Edraki, PEng, PMP, joined Gannett Fleming Transit & Rail Systems as vice president of Canadian operations.

G ran i t e C onstr u ct i on Incorporat e d named Richard Rantala senior vice president of business development.

Tom Totzke, manager of aftermarket service at Harsco, retired after 31 years at the company; Mike Dietz has been promoted to fill the position, effective immediately; Tony Origer was named director of aftermarket service; Kevin Hintz was promoted to supervisor of the Canadian Region; Bryan James was promoted to supervisor of the Eastern U.S. and Steve McAuley was named the global technical and training manager.

HNTB Corporation named Jim Szczupaj, PE, SE, its transit/freight rail structures leader and associate vice president.

Industry-Railway Suppliers, Inc., promoted Vice President Scott Commo to president, succeeding Ron Hobbs, who retired.

Parsons Brinckerhoff named Marsha Kaiser area manager of its Washington, D.C., office and appointed Jannet Walker to vice president and deputy eastern sector manager for its Rail and Transit Systems Division.

RailPros Field Services hired Kendall Koff as senior vice president.

Ritchie Bros. hired Terry Dolan as president, U.S. and Latin America.

Unitrac Railroad Materials, Inc., promoted Lizabeth Albanese to vice president sales.

OBITUARY

James H. Evans, who served as Union Pacific chairman of the board from 1977 to 1985, died May 11, 2015.

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NRC CHAIRMAN’S COLUMN Railroad Day on the Hill 2015, a great event

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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On Thursday, June 4, large numbers of railroad industry professionals descended upon Capitol Hill to hold face-to-face meetings with our elected officials in the House and the Senate.

It was the biggest Railroad Day on the Hill yet.

These meetings allow us to voice our concerns over pending legislation that could adversely affect the rail industry. The number of people that committed to this year’s effort was tremendous. More than 450 people took part in this event on behalf of the railroads, contractors and suppliers that make up our industry.

There were more than 350 meetings that took place throughout the course of the day and we feel very confident that our message was received and heard. A big thank you to all those who attended.

This year’s event was the 15th annual Day on the Hill in Washington, D.C. The NRC has been a sponsor since the first planned event. It is always good to see friends and colleagues from the rail industry in attendance at this gathering each year. Everyone is there to support the railroads and the industry as a whole. If you have not made it to one of these events, you should make every effort to do so. To be part of the whole “Day on The Hill” event and to see how the legislative process works (or doesn’t work at times) is very interesting and a great experience.

The key issues we focused on during this year’s event were: • The impending PTC implementation deadline. Railroads are committed to installing PTC, but the December 31, 2015, deadline is just not realistic.

• Fighting efforts to increase the maximum size and weight of heavy trucks on the interstate system. Large trucks already pay less than their fair share in gas tax and are thus subsidized by the general public. Bigger trucks would only increase that subsidy at the expense of regular drivers and the railroads. Not to mention, the safety issues with bigger and heavier trucks on our roads.

• The need to maintain the current balanced regulatory regime for freight railroads and shippers. This is a system that isn’t broken, let’s not try to fix it.

• Supporting the extension of the shortline railroad tax credit, which lets small businesses invest more dollars into their infrastructure and preserve safe freight rail service for thousands of shippers.

All are very important issues that were discussed in detail throughout the day, with everyone from brand new twenty-something-year-old

Congressional staffers just learning about these issues to the most powerful chairs of the key House and Senate transportation, appropriations and financing committees.

Away from the Hill, the NRC Safety Committee, led by John Zuspan, president of Track Guy Consultants, is working on the association’s next two safety training videos, numbers 19 and 20. They are in the works and will be made available to NRC members at our annual conference in January.

Video #19 will focus on the “Job Briefing,” which starts each day on all rail properties. The morning briefing is extremely important to every job on the railroad. The employee in charge generally holds the job briefings, which inform all workers on the site of the work to be performed, the form of protection the crew will be working under and the limits of the work area. Each employee must sign-off that they understand the briefing as explained and ask any questions they may have prior to anyone starting work on the right-of-way. Additional briefings can also take place during the course of the day for various reasons, such as change in work scope, changes to the equipment lineup, changes to the work limits and even changes in the weather. The best practices surrounding these briefings will be discussed in detail in the video.

Training video #20 will be a 10-year anniversary issue that will pull highlights from videos 1 through 19, covering a wide variety of the best safety practices to be adhered to for working safely on the railroad. This video will show how safety in our industry has changed dramatically for the better over the years, creating much safer working conditions for our employees and resulting in safer rail operations. Everyone wins when we follow safe practices and procedures.

The next major rail industry event is Railway Interchange 2015, to be held at the Minneapolis Convention Center, October 4-7. This event is a joint effort from AREMA/RSI/REMSA/RSSI: four industry associations coming together in one conference and it’s a can’t-miss event. If you haven’t made your reservations already, I suggest you do it now. Registration is available online at www.railwayinterchange.org. Hope to see you there.

Finally, remember to check the NRC web page at www.nrcma.org for more industry information and planned upcoming events. Annual NRC Conference registration for January 2016 will open soon. Have a safe day.

by Bill Dorris, NRC Chairman Railway Track & Structures

July 2015 9

Crude BY rAil

september 17-18, 2015 Key bridge mArriott Arlington, VA

rAilwAy Age ConferenCe & expo

register now www.railwayage.com/CBR

Keynote Address Sarah Feinberg Federal Railroad Administrator

Michael Rush Senior Vice President, Safety and Operations, Association of American Railroads

Tom Simpson President, Railway Supply Institute

progrAm HigHligHts • Domestic Crude Oil Production & Rail Traffic Trends • Bakken Crude: Boom or Bust?

• Tank Cars: DOT-117s & Legacy Car Retrofits • New Regulatory & Safety Requirements • Effect of “Sloshing” on Track/Train Dynamics • ECP Brake Mandate Controversy • Tank Car Financing & Leasing

Sponsorships & exhibits available.

Contact Jon Chalon at jchalon@sbpub.com, 212.620.7224

David Nahass Senior Vice President, Railroad Financial Corporation

TTCI R&D Interim results of HAZ treated thermite weld performance in revenue service

by Jay Baillargeon, senior engineer and Dingqing Li, senior scientist, TTCI; Steve Lakata, project engineering specialist, Norfolk Southern; Christopher Rewczuk, senior manager, Union Pacific

Investigation of thermite welds with overlay treatment of the heataffected-zone installed in revenue service is being conducted to determine how the alteration of a weld’s HAZ can potentially extend the life of a thermite weld.

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T

ransportation Technology C e n t e r , I n c. ( T T C I ) , d e ve l o p e d a n ove r l ay treatment process to mitigate heat-affectedzone (HAZ) degradation that was being obser ved in revenue ser vice thermite welds.

Figure 1: Diagram showing the location and direction of application for the overlay of the HAZ for thermite welds. The weld bead is placed over the soft HAZ and kept between the boundaries of 0.25 and one inch from the edge of the sheared thermite weld.

Laboratory and in-track testing at the Facility for Accelerated Service Testing (FAST), Pueblo, Colo., have shown that the overlay of the HAZ can mitigate the metal flow in the soft HAZ of thermite welds and potentially serve as a treatment for running surface degradation and expectantly increase the life of a thermite weld depending on the thermite weld composition.

After the in-track testing at FAST showed promising results for this process, TTCI began working first with Canadian National (CN) and later with Union Pacific (UP) to conduct in-track testing of overlay of the HAZ test welds. Positive results from these test sites could lead to decreased metal flow in the HAZ and weld surface degradation with limited time delay to the current thermite welding process.

The overlay of the HAZ process consists of positioning a weld bead over each of the original soft HAZs of the thermite weld after shearing but before rough and finish grinding. The weld bead placed over the soft HAZ is more beneficial if kept between the boundaries of 0.25 and one inch from the edge of the sheared thermite weld.

By applying the overlay to the softest part of the weld head, enough heat is www.rtands.com

supplied to suspend that section of the weld at the austenitizing temperature for an increased period of time.

The resulting observation was the original soft HAZ was narrowed and simultaneously pushed further from the center of the weld.

Laboratory/in-track testing

TTCI conducted laboratory tests in 2011 to determine the effectiveness of altering the original soft HAZ composed of a low hardness spheroidized crystal structure of a thermite weld. The lab tests showed that when the overlay of the HAZ was applied to the thermite welds as in Figure 1, the original soft HAZ moved away from the center of the weld and there was a 45 to 75 percent reduction of width in the soft HAZ, thereby increasing the overall hardness of the weld’s running surface.1 By increasing the hardness of the running surface, the expectation is to mitigate thermite weld HAZ degradation and potentially increase the thermite weld life.

After the lab tests were complete and the results deemed favorable for www.rtands.com

Figure 2: Longitudinal profiles and top-of-weld pictures representing the untreated (control) thermite weld (right) and thermite weld (left) with the overlay of the HAZ at 148 mgt, at the Superior Sub CN test site.

whereas the revenue service testing at both the UP and CN sites is ongoing.

Train operations, dynamic loading and maintenance practices in revenue service differ from those at FAST and may produce different results.

Installation at CN test sites

in-track testing, similar test welds were installed at FAST first in late 2011 and then again a year later. In July 2012, 21 welds, which included treated and untreated thermite welds, were installed in track. Included in the 21 welds were two treated and one untreated head-alloyed welds (HAW).

When the test concluded in December 2014, the last of the welds removed had accumulated 239 million gross tons (mgt) of traffic. The results from the testing at FAST showed that the overlay of the HAZ treatment does mitigate surface degradation around the HAZ, but alone does not extend the life of a thermite weld under 39-ton axe loads.

FAST testing of the overlay of the HAZ test welds ended December 2014,

In late 2012, the CN and TTCI project team installed 12 thermite test welds.

These welds were installed in three different locations — Superior, Wis., Winnipeg, Man. and Toronto, Ont. — to expose the test welds to different climates and train operating conditions.

Nine of the test welds were treated with the overlay treatment and the rest were untreated (control) welds.

The six test welds at the Superior Sub in Wisconsin installed in September of 2012 included four thermite welds with the overlay of the HAZ treatment and two untreated thermite welds. The overlay process that was used was shielded metal arc welding (SMAW).

Three test welds with the overlay of the HAZ treatment and one untreated weld were installed in November 2011 Railway Track & Structures

July 2015 13

TTCI R&D Figure 3: Left, thermite weld treated with the overlay of the HAZ and right, untreated thermite weld at 118 mgt, at the Nebraska test site.

at the Sprague Sub in Winnipeg. The overlay welding process used was a SMAW process.

At the Halton Sub in Toronto, two welds with the overlay of the HAZ treatment were installed in November 2012. The overlay of the HAZ was made using an air propane SMAW process. At this site, both of the test welds were on the same rail of the track and no control welds were installed.

Presently, the test welds in the Superior Sub have accumulated 169 mgt, the test welds in the Halton Sub have accumulated 112 mgt (pre-grind) and the test welds in the Sprague Sub have accumulated 159 mgt.

Installation on UP coal line

Seven treated welds using a SMAW process and four untreated welds were installed mid-2014 on a UP coal line in western Nebraska. Seven thermite test welds with the overlay of the HAZ treatment and four untreated welds make up the full test site in Nebraska.

The first installation occurred in July 2014 and the final installation was completed a month later.

Two of the 11 test welds were HAWs, one with an overlay of the HAZ treatment and one left untreated. By including HAWs in this study, an added comparison between the tests conducted at this revenue service site and those conducted at FAST can be made.

The UP site receives approximately 15.8 mgt of HAL traffic per month and, as of early March, has accrued a total of 100-118 mgt.

The HAZ overlays at both sites 14 Railway Track & Structures

July 2015

were made with commercial welding electrodes designed for rail end buildup; all of the test welds were made in 136-pound rail. The welds in all test locations are evenly distributed the two rails of the main track. This test setup was designed to reduce favored effects due to the rail location.

Results and future work

Twice a year, TTCI engineers visit the test locations to take hardness and longitudinal profile measurements.

The locations of the hardness measurements, shown in Figure 2, were done at seven locations for each weld: (1) parent rail, (2) HAZ location, (3) thermite weld material, (4) center of the weld, (5) thermite weld material, (6) HAZ location and (7) parent rail.

Profiles were taken longitudinally along the center of the running surface of the weld and included the entire weld and four inches of parent rail on each side of the weld.

Figure 2 shows an untreated thermite weld and a thermite weld with the overlay of the HAZ located at the CN site in Superior. The uniquely shaped profile of the untreated thermite weld at 21 mgt is due to excess weld material being left over when shearing the weld at installation.

After 38 mgt, the weld material levels off and the dipping of the soft HAZ starts to increase with increasing mgt.

All of the welds in the CN locations are located in sections of the track that receive grinding on a semi-annual basis and the wear of the running surface of the welds relative to the rail is minimal due to the frequent grinding reducing the effects of the

overlay. The running surface pictures of each weld, however, show how the overlays of the HAZ have mitigated the metal flow in the soft HAZ of the untreated welds.

Because the welds at the UP site are fairly new installments, the assessment of longitudinal profiles cannot be completed at this time.

Figure 3 shows the difference between the treated and untreated welds. The welds at the UP site will continue to be measured to determine if the overlay benefit differs from the welds at the CN sites since there is a higher tonnage interval between grinding at the Nebraska site.

Laboratory and in-track testing at FAST have shown that the overlay of the HAZ can mitigate the metal flow in the soft HAZ of thermite welds. The overlay of the HAZ can potentially serve as a treatment for running surface degradation and expectantly increase the life of a thermite weld depending on the thermite weld composition, dynamic loading conditions and maintenance practices. The benefit of the treatment related to various grinding schedules and climates will serve as additional information that will be recorded throughout this study.

TTCI, with the support of both railroads, will continue to monitor the long-term performance of the welds.

References 1. Gutscher, D. 2011. “Key Track Technology Enablers Innovative Rail Welding Methods.� Presented at the 16th Annual AAR Research Review, Colorado Springs, Colo. www.rtands.com

focus on

fasteners As demand climbs among freight and passenger railroads, suppliers are providing improved fastening solutions to help hold things together.

Customer input was a main driver in the development of Pandrol’s FASTCLIP FE1505.

by Mischa Wanek-Libman, editor

R

ailroads want products that provide cost savings and safety. Fastening system providers say that comes from products that last the life of the rail and boast ease of installation along with a host of other features.

Amsted RPS

John Stout, vice president of sales and marketing, says 2015 has been a year of steady growth for Amsted RPS as the company’s offerings continue to evolve to serve the needs of its customers.

“The Amsted RPS team takes tremendous pride in suppor ting our customers by delivering innovative new product solutions, like our ME Series for concrete tie fasteners and MACRO Armor for rail seat repairs.

At the same time, we offer the broadest range of traditional fastening products, such as our rail anchors, System Wide bonded direct fixation fasteners and e-clips with unmatched quality and service,” said Stout.

“Our broad portfolio of fasteners and our in house state-of-the-art test lab has enabled our engineering team to fully understand the benefits and limitations of the current fastening designs,” said Jose Mediavilla, director of engineering.

Amsted RPS says it has translated this knowledge to develop the next generation of products to improve durability, maintainability and cost and points to its e-clip fastening system for concrete ties as an example of this. www.rtands.com

Amsted RPS manufactures the e-clip in its Atchison, Kan., facility with a low stress bending process that the company says couples higher fatigue performance with advanced designs for the integrated rail pad, abrasion plate and insulator.

The result, says Amsted RPS, is a product that leverages the structural might of the concrete tie and reduces the bearing pressure on the plastic components, which means less in-field maintenance and lower total cost.

The company says it has been working in the passenger space for more than 25 years to develop products that reduce ground borne vibration, while reducing the stiffness of the track structure. Amsted RPS calls the EGG direct fixation fastener the “go to” fastener for transit systems in need of a highly resilient fastener to mitigate noise transfer to adjacent buildings and structures. The company explains it has leveraged this experience into the development of the new Phantom ADFF6 direct fixation fastener for transit applications.

Scott Osler, director of transit sales, said “The Phantom ADFF6’s innovative design provides for a lightweight fastener with a standard anchor bolt pattern

while having a stiffness profile that is on par or better than the most high resilient fasteners available.”

Amsted RPS says it has provided freight railroads with ballast mat for more than 20 years to protect concrete bridge decks, reduce ballast degradation, reduce ground born vibration and reduce the impact loads on bridges to extend the useful life of the structure.

The company notes that when ballast mat is not feasible, its next generation Under Tie Pad (UTP) is available to provide resilience under the tie. Amsted RPS partnered with edilon)(sedra to bring its UTP to the North American market.

The UTP is made of elastromer material and is available in either attrition or attenuation performance categories.

Amsted RPS says both categories of UTP have been proven to extend the life of ballasted track and bridge decks.

Additionally, Amsted RPS offers the Loadmaster fastener to freight railroads for use on slab, steel deck and timber deck bridges to reduce the track modulus of the bridge and more closely match the track on the approaches to prevent low bridge ends and reduce maintenance.

“We have taken a two-pronged Railway Track & Structures

July 2015 17

Fastening Systems approach to improving the performance of concrete tie fastening systems: First, seek out, test and integrate new materials that provide improved impact and wear resistance to extend maintenance intervals and increase track availability. MACRO Armor is one such example that has extended the asset life of numerous concrete ties that would have required removal and replacement with traditional products. Secondly, we have employed new clip designs and modern manufacturing techniques for our ME (Skl) Series and e-clip Series of fasteners to impart less stress during the forming process and prevent tool marks from creating possible stress risers. In addition, Amsted RPS utilized a proprietary process to produce clips with minimal to no decarburization. Having no decarburization allow us to produce a more cost-efficient clip with a significantly higher fatigue limit compared to other Skl and e-clips available in North America,” said Stout.

L.B. Foster Company

According to Bill Treacy, general manager, Transit Products for L.B. Foster Company, 2015 looks to be another good year for the company’s fastener business.

“We continue to wind up deliveries for the Honolulu Area Rapid Transit project, which was the largest single order in company history. But we are also seeing a solid flow of other opportunities among a variety of North American transit agencies. For exam-

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Lewis Bolt & Nut products being evaluated at TTCI in Pueblo, Colo.

ple, our efforts have recently shifted to the Dulles 2 project in the Washington, D.C., area. We are excited to continue to support projects that enhance the growth of our nation’s infrastructure.

These projects come from three key areas: Ongoing maintenance programs, rehabilitation of existing lines and new lines and expansions. L.B. Foster continues to win its share of projects in all of these areas and I would expect to do so in the future,” said Treacy.

Looking longer term, Treacy added, “The use of heavy, commuter and lightrail modes of mass transit is growing.

According to data from American Public Transportation Association, in 2014, ridership on those three forms of public transportation grew by 3.3 percent, hitting another all-time record for pas-

senger trips. And over the past decade, that growth averaged 3.8 percent per year. With a younger population and the need for alternative forms of transportation like passenger rail, we expect that the use of mass transit will increase.”

He continued, “Opportunities will also evolve from the need to maintain the State of Good Repair (SGR) with the many aging rail transit systems in the U.S. But creative solutions to maintain SGR in the face of funding difficulties will be needed. Successful passage of the next transportation bill could help to clear up transit agency funding, as it appears that transit agencies do not have a clear view of the future. The current legislation, MAP-21, expired at the end of last September and we are working with the second extension of that bill.

Right now, there is much uncertainty for sources to fund the next bill and its length, with seemingly conflicting rhetoric coming out of Washington, D.C.” Treacy explained L.B. Foster’s technical efforts revolve around the development of new products for specific applications, which helps the company continue to meet the needs of transit agencies.

“For example, we are focusing on opportunities to extend the life of infrastructure components in severe environmental conditions like tunnels. Through the novel use of coatings we have several solutions involving application to specific elements of the fastener to dramatically reduce corrosion and significantly extend the life of the fastener under adverse

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Fastening Systems Lewis Bolt

Amsted RPS says 2015 has been a year of steady growth for the company.

environmental conditions. We can also develop unique solutions for heavy-haul rail applications. For example, some open deck railroad bridge approaches require resilient fastener solutions which we can provide,” he noted.

“We continue to collaborate with other global product teams within L.B. Foster to bring new initiatives and market

opportunities forward,” said Treacy. “We also continue to establish a growing presence in global transit markets. Overall, we have a lot of optimism over the future of our fastening products and technologies as we consider the growth opportunities throughout the world and leverage internal collaboration to develop unique technical and product solutions.”

Lewis Bolt & Nut Company says it continues to focus on innovation by creating new products or enhancing existing ones due to the Class 1 railroads’ need and desire for products that speed the repair or maintenance process while maintaining the safest possible environment in which to do the work.

Dave Barry, vice president of sales, points to the patented Lewis Evergrip® and Permagrip® spikes as examples of this.

“The Evergrip, because of its many advantages over traditional track or screw spikes, has become the largest selling screw spike in North America.

Today, Lewis Bolt continues this theme with the introduction of the new patent pending Quick-Set® Hook Bolt System.

This innovative new design completely eliminates the need to drill holes (which often form cracks and reduce tie life) for hook bolt installation. In addition, no longer is it necessary to lie on the tie deck and attempt to feed the bolts up through the holes. This is difficult, as well as unsafe. The new Quick-Set System is installed quickly and safely between the ties. The Hook Bolt, angled inward 15 degrees to keep the deck from moving laterally, fits through the accompanying bracket and is attached with a flat washer and nut. To install, you simply reach down, engage the flange while holding the bracket. Next, tighten the initial nut and flat washer, and follow with a Lewis Everlok® nut. High Strength Lewis Recessed Head Timber Screws are then inserted through bracket into the timbers. Your installation is now complete. The new design fully engages the flange so installation is as desired every time. It’s extremely easy to inspect by walking the deck and looking at the engaged system. Average installation time is approximately five minutes per bolt,” said Barry.

Pandrol

“Pandrol continues to see strong demand for its fastening systems in 2015. We supply products to more than 400 railways in over 100 countries. To date, Pandrol has manufactured more than two billion resilient fasteners worldwide and is the North American and global market leader,” states Allen Goff, vice president of Sales and Marketing for Pandrol USA. “We are constantly working with 20 Railway Track & Structures

July 2015

www.rtands.com

Fastening Systems our customers to address their needs with existing products, while evaluating new concepts to improve performance and develop ideas for creating future solutions,” said Goff.

“For example, Pandrol has developed its next generation of rail fastening assembly in response to our customers request for products to last the life of the rail. This new assembly is identified as FASTCLIP FE1505. The new design incorporates a recessed rail seat and two-piece integral pad that significantly extends the life of the components while maintaining the benefit of a slide on/slide off captive fastening system. The FE1505 is currently in track on test and is performing well,” said Goff.

He also notes demand for the VICTOR product line has grown significantly in the past year. VICTOR was developed for wood ties and utilizes a standard AREMA rolled steel tie plate equipped with a choice of premium elastic fasteners based on the customer’s preference.

“The increased market demand has prompted Pandrol to increase capacity by adding a second production line that has already been put into service.

We have also expanded the product line to include both an 18-inch and 16-inch version set up for either screw or cut spike hole patterns,” said Goff.

Pandrol has also developed a new fastening assembly that the company says has taken the well-known ‘e’-clip to the next level.

“The new ‘e’-clip RE design offers all the familiar advantages of the original ‘e’-clip fastener, while incorporating a number of improvements.

The new RE assembly provides faster installation times with fewer components while significantly increasing product life,” said Goff.

He continued, “In addition, Pandrol has introduced a new protective coating as an option to mechanical galvanizing that provides excellent protection while being environmentally friendly for all areas where corrosion is a concern.”

A few years ago, Pandrol established a plant in Bridgeport, N.J., in order to manufacture all of its plastic components in house. Goff says this move improved product availability and quality along with response times in developing new ideas to address customer needs.

“The plant is equipped with state-of22 Railway Track & Structures

July 2015

the-art production molding machines with one unit dedicated to rapid R&D prototyping, while robotics are used to reduce handling expense and improve efficiencies,” explained Goff.

“We recently acquired a three-dimensional printer that allows us to design, evaluate and review concepts with our customers. This process speeds up the turnaround time of getting a final product in track. Controlling the overall process from concept to final product provides greater flexibility in delivering the correct solution to the customer. However, we realize a product is not complete until it passes the true test of actually performing in daily service under real operating conditions,” he said.

Vossloh Fastening Systems

“Cost savings and safety are the decisive procurement arguments when it comes to infrastructure projects. Therefore, Vossloh’s new and further developed products emphasize extended life cycle and, hence, enhanced cost effectiveness,” explained Ron Martin, vice president and general manager, Vossloh Fastening Systems.

Martin says the rail fasteners developed by Vossloh for U.S. heavy-haul tracks contain weather-resistant special components (for use in sandy or wet areas, for example) that not only protect the track, but also the entire track superstructure from material fatigue and ensure stability even under high loads and in sharp curves.

“Thanks to easy installation and flexible subsequent equipment options, they minimize initial investments, as well as current operating and maintenance costs,” said Martin.

Martin sees the use of innovative materials, such as nylon components, as contributors to high economic efficiency. He offers the example of the sand penetration resistant design of the abrasion plate of the fastening system W 40 HH AP, which is made of fiberglass-reinforced polyamide, is abrasionresistant and can be loaded with high contact pressure.

Martin notes that a high portion of durable nylon in the area of urban transport ensures corrosion protection and electrical insulation.

“In comparison to steel, lighter nylon material provides logistical advantages, easier installation and enhances occupational safety. This also

helps in the reduction of metal theft,” said Martin.

He explains the company’s commitment to the North American market with the establishment of a plant in Waco, Texas, which makes state-ofthe-art technologies locally available, meeting the requirements of the Buy American Act. “The present customers of Vossloh already know and have benefited from the advanced abilities of our systems in helping to extend rail and tie life,” said Martin. “Additionally, the limited maintenance requirements of the track in general lead to better track stability, less rail movement and less wear on track material. The ease of the new designs being used and the method of load distribution have shown the system has superior abilities in these areas.”

Martin calls the Class 1 railroads annual investment for expansion, modernization and maintenance of their infrastructure remarkable and says Vossloh offers its customers a mutually complementary range of products and services from a single source, specifically tailored to their needs.

One of those needs is finding a deterrent to Rail Seat Abrasion (RSA).

Martin says Vossloh’s system is one of the best and provides more firm holdings position of the rail for lateral and vertical rail movement.

“Taking into account the added performance to alleviate combined lateral and horizontal stresses and you’ll find the best performing system on the market. These advanced systems have shown to extend the life of the fastener to up to three rail cycles in some cases,” said Martin.

Vossloh says it has developed a new generation of fastening systems and components with the aim of prolonging the life cycle of the track.

“The height-adjustment plates have a new symmetrical design to ease installation; Vossloh’s new inclined pad is a low-cost alternative for W-switches with inclined rail on uninclined concrete ties for various track types. In this way, costly indirect fasteners with ribbed plates can be replaced,” said Martin. “The innovative screw/dowel combination NG with its smart load distribution ensures a significant reduction in lateral forces occurring. This leads to less stress on the ties and hence enhanced safety and cost-effectiveness.” www.rtands.com

Nortrak-Damy’s WSM spring frog installed.

Manufacturers of special trackwork components offer pieces designed with a longer lifespan in mind.

by Jennifer Nunez, assistant editor

update 2015:

special trackwork

S

pecial trackwork, such as turnouts, diamonds and frogs, are subjected to high impacts that affect life-cycle costs.

Suppliers are working to design products that minimize or even eliminate these impacts to reduce maintenance and improve longevity.

Atlantic Track & Turnout

Atlantic Track & Turnout Co. is expanding its Memphis, Tenn., special trackwork manufacturing facility. Construction is underway on a 13,500-square-foot addition, which is scheduled for completion in August of this year. Since acquiring the property in 2010, the company has expanded the facility four times.

The company has also purchased a new six-axis switch point machining center, which will be installed when construction of the expanded facility is completed.

“The expansion of the Memphis facility, along with the addition of the advanced machining center, is just the next phase in a series of significant investments the company has made to provide a greater quantity of superior quality materials to our Class 1 railroad, contractor and industrial customers,” explained Jeff Grissom, vice president engineering.

Grissom says that he sees budgets for special trackwork holding steady.

“Demand for special trackwork items remains high across our customer base, which includes Class 1 and regional railroads, transit authorities, shortlines, industry and contractors. Our lead times are over-extended and we will continue to make investments in people and equipment to reduce those lead-times.”

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July 2015

For Atlantic Track, the continued development of tangential geometry for heavy-haul applications will continue to be an engineering priority. Grissom says that R&D in this area has yielded significant interest in improving performance by reducing the amount of lateral deflection that secant geometry generates.

“Focusing on the switch area and combining recent advances in creating conformal tread surfaces will re-define parameters in the immediate future for what is considered to be a premium turnout arrangement,” he explained.

Grissom sees supply chain diversity as a key contributing factor to the current and future growth of the company and feels strongly that a blend of different products sold to a variety of railroad and transit customers creates strength through diversity.

Nortrak-Damy

Nortrak-Damy recently designed and supplied anti-vandalism features for track components, especially in turnouts supplied to Class 1 Mexican railroads, due to the high rate of vandalism to track components.

“Railroad reform in Mexico had a negative impact in the budgets of the whole industry, especially with the Class 1 during 2014,” explained Alejandro Damy, chief executive officer. “We have seen some improvements during the past few months, but nothing compared to 2013.”

Damy says customers are looking to get the most for its trackwork investments. For instance, he says Ferromex has introduced the WSM spring frog at certain locations with immediate improvements. The low impact heel frog has been www.rtands.com

special trackwork update tested with Ferromex, which Damy says is designed to reduce maintenance cost and increase operational performance.

Progress Rail Services

Progress Rail Services is a subsidiary of Caterpillar and a full line manufacturer of special trackwork, including turnouts, crossing diamonds and replacement maintenance items of all sizes and designs to the railroad and transit industries.

“Turnouts and crossing diamonds are subjected to high impacts that affect the overall life-cycle cost of the components,” explained Matt Windon, manager engineering design. “Progress Rail Services continues work towards designing products that eliminate or minimize these impacts to reduce maintenance and increase the overall product life. In compliment with the lift frog that was introduced in 2006, we have developed a vertical switch that eliminates the traditional interface between the switch point and stock rail, creating a seamless invisible turnout for mainline traffic. The vertical switch and lift frog are installed in Class 1 track.”

In addition to the company’s OWLS crossing diamond that is designed to eliminate the flange gap on the mainline heavy run, Progress Rail Services continues to develop and improve its full-flange-bearing design. To date, there are eight full-flange-bearing crossing diamonds in track on Class 1 railroads with additional installations planned for 2015.

The full-flange-bearing diamond eliminates the wheel tread

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contact at the flangeway opening that creates high impacts, which leads to accelerated maintenance cost and eventual replacement of castings and subcomponents, says Windon.

“Significantly reducing the impacts associated with conventional crossing designs will also aid in maintaining the track surface and mechanical equipment,” said Windon. “The full-flange-bearing diamond is designed for speeds up to 60 miles-per-hour in mainline Class 1 service.”

Through the company’s efforts to reduce wheel impacts within turnout and crossing components, Progress Rail Services says it is striving to achieve the goal of reduced maintenance and overall lower product life-cycle cost.

Unitrac

Unitrac Railroad Materials, Inc., distributes new rail and relay rail, OTM and does track removals, as well as buy and trade rail and other track materials. The company says that based on discussions with various railroads over the past six to nine months, budgets for special trackwork are holding steady. Unitrac has more than 85 years experience supplying the railroad industry with its services and President Phil Pietrandrea says the company does its best to listen and respond to customer needs on a case-by-case basis.

voestalpine Nortrak

This year, voestalpine Nortrak Inc. launched two new

Railway Track & Structures

July 2015 25

special trackwork update Atlantic Track’s expanded facility in Memphis, Tenn., under construction.

products: The Spring Wing Controller and the Thick Moveable Point frog.

The Spring Wing Controller replaces conventional retarders previously used on spring frogs. The Spring Wing Controller is available on all Spring Frogs manufactured by voestalpine Nortrak, including its Welded Spring Manganese (WSM) frog and as a standalone item for field retrofits.

“The Spring Wing Controller’s design suppresses the large internal pressure gradients normally experienced when the wheel initially forces the wing open,” noted Ken Ouelette, vice president marketing. “On track, this equates to a service life that is an order of magnitude longer than conventional spring frog retarders.”

After more than two years of testing

26 Railway Track & Structures

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www.rtands.com

special trackwork update

Left, Progress Rail’s vertical switch is designed to eliminate the traditional interface between switch point and stock rail. voestalpine Nortrak’s moveable point frog made from thick web rail.

under axle loads greater than 40 tons, the company released a Buy America-compliant thick web moveable point frog called the MPF-TW. “As the name implies, the point and wing rails are made from thick web rail, providing a more robust MPF that retains all of the advantages of designs based on European rail sections,” explained Ouelette.

Ouelette says voestalpine Nortrak has responded to the ongoing expansion of capital programs over the past two years with significant capital investments in all five trackwork plants, plus its Decatur Manganese foundry, where the company has a fully-integrated and Buy America-compliant supply chain.

He says that after record investments made last year, spending patterns seem to be holding steady. Going forward, however, Ouelette notes lackluster carloadings (excluding intermodal) may cause budgets to tighten.

As intermodal traffic increases and other traffic patterns change, voestalpine Nortrak is seeing an increased focus on yard investments.

“We have seen that our yard optimized concrete turnout provides a cost competitive alternative to wood turnouts, while offering significant maintenance advantages over time,” he said.

The company’s Fixed Infrastructure Asset Monitoring (FIAM) line has been gaining popularity at a number of North American railroads this year, he notes.

“Using non-invasive technology, our FIAM equipment monitors the motor current on any brand of switch machine for every switch throw and then provides a warning as components wear and turnout performance degrades from an acceptable standard. This allows maintenance-of-way or communications and signals employees to plan a visit to the location and correct the problem before a failure can cause a train delay.” www.rtands.com

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Service providers ramp up their efforts to enhance the welding process and improve the life of each weld.

by Mischa Wanek-Libman, editor

extending

weld life

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ail welding service providers are focused on expansion, be it in their portfolio of services offered or in the geographic area served. They all note that they are stepping up research and development in order to improve, enhance and even automate the welding process by bettering the equipment and software utilized.

Mobile welding

Chemetron Railway Products, a division of Progress Rail Services, says it continues to expand its fleet of mobile welding units.

“To meet the increasing demand for mobile flash-butt welding, we are increasing the size of our fleet with additional in-track units that can be used for rail installation or portable welding applications,” said Scot Campbell, national sales manager – trackwork. “We are also adding rubber tired units with extended reach cranes.

These units will have a 30-foot reach, ideal for welding turnouts or other 30 Railway Track & Structures

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long reach applications. Like our CAT track-hoe units, these can travel on the road and rail.”

A d d i t i o n a l l y, t o s u p p o r t t h e Canadian market, Progress Rail says it is dedicating mobile welding trucks and personnel based in Canada. Campbell notes that on the fixed plant side of the business, the company’s welding facilities have many new features including automated spot and end polishing, enhanced control and power systems that provide consistently high quality welds.

“Chemetron works closely with our customers and rail suppliers to extend the life of our welds. At our new Russell, Ky., facility, state-of-the-art control supervises every aspect of the welding process, ensuring repeatability of the operation. The fully-automated material handling includes a new rail end preparation system that polishes the rail head, rail base and the rail butt with no human interaction, resulting in a consistent and repeatable electrical contact while welding,” said Campbell.

“Chemetron continues to refine the uniformity and reduce the size of the Heat Affected Zone. The improved uniformity and reduction in size will extend the life of our welds.”

Complete service line

Holland LP acquired the BankHead Group based in Atlanta this past March and the company notes it is excited about this addition as it allows Holland to offer a complete line of welding services. These services include: Fixed plants, porta plants, in-track flash butt, ther mite and electric welding for frog repair. Russell Gehl, vice president – maintenance of way sales at Holland, says this expansion helps to complement Holland’s turnkey welding division, as well. He notes that this division is now able to make all the welds in a turnout including those that were previously unable to be made with the long reach flash-butt truck.

“This year’s focus in new construction flash-butt (FB) welding has been www.rtands.com

rail welding update Opposite page: Holland says its aim is to develop flashbutt welding technology that provides high-quality and costeffective solutions.

directed toward turnouts and welding [insulated joints] into track,” said Gehl. “Other customers have been focusing on distressing work, which focuses on correcting and setting neutral rail temperature (NRT). We have set things in motion to help monitor NRT when we are setting it through the FB welding process.”

Gehl says weld quality is always a concern for Holland’s customers, who are interested in studying weld life by evaluating new welds, as well as those with extensive tonnage. Gehl notes that monitoring weld life span in various types of environments, such as different grinding and maintenance practices, allows the railroads to create predictive models to determine future maintenance programs surrounding welds.

“Holland is spending more money in R&D than ever before to help improve weld quality, processes and advance future products,” said Gehl.

He continued to say that one of the year’s initiatives is updating Holland’s entire welding fleet with a new state-ofthe-art welding control system.

“This control system monitors rail movement faster than ever before.

The system is capable of monitoring the weld process at 8,000 times per second. The new system also offers improved shear drag monitoring, slip detection and correction and enhanced automated quality control procedures. The control system also offers the ability to transfer data via

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cellular card and allow remote access for monitoring and trouble shooting.

Some of the newest systems offer GPS tracking of weld locations. The new control system will help improve the weld quality and the weld monitoring process,” said Gehl.

In addition to software improvements, the company is also embarking on developing a new lighter weight mobile welder.

“This lighter weight design allows us to transport the welder head and puller all within the truck and remain Department of Transportation compliant,” said Gehl. “This may not seem like much, but it allows Holland to be considerably more flexible when jumping from defect to defect in a repair welding gang. The first prototype is working on a Class 1 and shows every sign of being a success.”

Engine-driven welders

In the latter portion of 2014 and early in 2015, Lincoln Electric Company m ove d f o r wa r d i n e s t a b l i s h i n g upgrades to engine driven equipment and developed new products with railroads that increase productivity and enhance quality says Br ian Meade, manager of Lincoln’s global railroad program.

He notes the company’s new Air Va n t a g e 6 0 0 S D e n g i n e - d r i ve n welder s contain less wir ing and fewer connections than previous designs and the pr inted circuit boards are environmentally shielded using Lincoln Electric’s engineered encapsulation and protective frame trays. The 64-horsepower Deutz diesel engine reduces particulate matter and nitrous oxide emissions by 90

percent and increases fuel efficiency.

Meade explains that the machine is capable of locking out weld limits to keep welders from going outside of the recommended welding procedures and has been designed for better reliability in colder weather.

“About 40 percent of our equipment is subjected to extreme cold,” said Meade. “Improving the cold weather starts early in the mornings is a big step for us and it helps the welding crews.”

Another product Lincoln has developed to improve the preheating of Thermite welds is a newly-designed propane torch heating head.

“The welding managers are really happy with the even and consistent way the rail ends are heated with this product,” Meade said. “Any way we can help reduce the number of weld defects is a big help to the railroads, especially when one railroad can make thousands of welds per year. Lincoln Electric is looking forward to making more improvements for the railroads in the coming months.”

Thermite welding

Orgo-Thermit, Inc., is marking the 120th anniversary of Professor Hans Goldschmidt, founder of what would become the worldwide GoldschmidtThermit Group, receiving imperial patent #96317 for the “process to manufacture metals and alloys.”

Dave Randolph, president of OrgoThermit, said, “This patent laid the foundation for the development of the Thermit ® welding process, thus becoming the world leaders in Thermit ® welding technology and manufacturing processes.”

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rail welding update A Chemetron boom truck lowering a welding unit down.

Randolph continued that the company is expanding and diversifying its product line and points to a magnetic

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safety fence, manufactured by Rail Safety Systems, which Orgo-Thermit showcased at the 2014 American Rail-

way Engineering and Maintenanceof-Way Association (AREMA) Annual Conference and Exposition.

According to Randolph, the fence does not require digging out ballast or the use of shovels and can be assembled in a few steps. The magnetic stanchions attach to the web of the rail and are connected by tubes three meters (9.8 feet) long. The safety fencing is designed with a quick locking mechanism at each end of the tube, which allows for an unlimited number of sections to be assembled. Orgo-Thermit will again have the fencing on display at Railway Interchange being held in Minneapolis, Minn., this October.

Pertaining to its existing product line, the company has made enhancements to its degradable crucible system. This system, like Orgo-Thermit’s metallurgical welding powers and refractory molds, is manufactured in the United States. Randolph says the company’s self-sufficient manufacturing process reduces product lead times.

“Though our degradable crucible system has been in use for many years and well received by all our customers, we just recently converted all the welding crews of a major Class 1 railroad to the degradable crucible system in lieu of the multiuse crucible system,” said Randolph.

“The degradable crucible system is fitted with lifting handles, a first in the industry, making it ergonomicallyfriendly for the welders that handle the crucibles ever y day. Another added advantage is in the design of the crucible cap that entraps hot metal sparks or reaction debris from leaving the crucible, thus making it both safer and greatly eliminates the possibility of fires starting in the vicinity of the weld.”

Randolph also notes that OrgoThermit’s Research and Development Department has made great strides in the development of a locallymanufactured wireless ignition system that initiates the chemical reaction remotely. The wireless ignition system is in the final stages of testing and approving the system in house. He says to further enhance the company’s product offering, it offers two-piece and three-piece refractor y mold configurations, suitable for all the major rail profiles. www.rtands.com

rail welding update In addition to in-house initiatives, the company is working with Transportation Technology Center, Inc. (TTCI), on weld process improvements, such as Orgo-Thermit’s Head Alloyed Plug.

Randolph explains, “Orgo-Thermit Inc., in conjunction with TTCI researchers, recently completed a [Facility for Accelerated Service Testing] track testing program, under 315,000 lbs. cars, where 10 Head Alloyed Welds were installed at the heavy tonnage loop (HTL) for heavyaxle-load testing.

“These test welds were installed on the high rail of a five-degree curve in February 2011. During this test trial, the welds did not receive preventative grinding or lubrication.

“Seven test welds with an initial running surface hardness of around 380 [Brinell Hardness Number (BHN)] were made between 390 BHN and 390 BHN High Strength (HS) rails, two welds were made between 340 BHN to 340 BHN Intermediate Strength (IS) rails and one weld was made between 390 BHN and 340 BHN rails.

“The seven welds were installed per Orgo-Thermit Inc. welding instructions and the additional three welds were installed to investigate the impact of the unintended application of the alloyed plug on weld service performance.

“These tests have shown that the welds in the High Strength rails exhibited a wear rate approximately 50 percent less of that observed in standard hardness thermite welds. The two welds in Intermediate Strength rail increased in vertical height due to the decreased wear of the weld metal but as a result of increased wear of the surrounding softer rails.

“The weld joining the two rail grades, HS to IS, neither wore nor dipped compared to the rails and saw very little wear/batter relative to the adjacent rails. The unintended application of the alloyed plug did not affect the weld service performance,” said Randolph.

Robot welding

Plasser American Corporation, points to its many years of experience in the production and operation of rail bound, hi-rail and container flash-butt welding machines and mentions that 34 Railway Track & Structures

July 2015

new welding standards have resulted in an increase in welding requirements.

“Conventional welding heads used up to now are mostly based on a Russian patent and do not or only partly meet these new requirements,” stated Plasser. “More stringent requirements, combined with Plasser’s knowledge gained over the years, resulted in the development of our own automatic welding robot.”

The company points to the new weld head’s working parameters of up to 10 inches stroke with 168 tons of force, which allow closure welds to be made without the use of additional rail pullers.

Plasser says welds made by its APT 1500 R welding robot, which is available on rail bound, hi-rail truck or container platforms, utilize a fully automatic process. The company says the full automatic welding process reduces the possibility of human errors to almost zero, thus, ensuring consistent welding quality under the most difficult conditions. The welding head automatically aligns the height and running surface, as well as crowns the rail. The automatic centering device measures rail alignment via distance transducers located in the weld head. The measurements are saved for quality assurance reasons, stated Plasser.

Another special feature the company points to on the weld head is its utilization of alternating current with a medium frequency of 1,000Hz, allowing the use of very small transformers in the weld head. The head runs on direct current, which Plasser says has a positive effect on the weld quality.

The built-in welding shear places a load only in the direction of compression utilizing separate hydraulic cylinders. A non-contacting temperature measuring system allows for the precise cooling of high alloy rails with the help of a post heating process. The hydraulic system allows for very fast movements of the weld head, even for closure welds under full load (low consumption weld). The design of the clamping jaws eliminates the need to grind off company markings on the rail web, thus reducing preparation time stated Plasser.

Plasser says operator errors can be ruled out with the automatic robot welding process, which results in high

reliability and documented welds of consistent high quality.

Aluminothermic welding

Oliver Dolder, executive vice president, managing director of Railtech Boutet, says the company continues to focus its efforts on commercializing a trio of new products: The QP Hybrid Welding System, Head Wash Repair (HWR) welding and the Startwel® Ignition System. Dolder notes the three products were created to meet customers’ requests in improving the overall aluminothermic welding process.

“The QP Hybrid molds use a compressible lining in order to get a perfect fit on the rail. This allows the welders to make a great quality weld by drastically reducing the chances of any flashing to occur during the welding process, which in turn, significantly increases the life of the weld,” said Dolder.

He says Railtech Boutet customers are using the HWR weld in the repair of transverse defects, corner gauge defects and minor shelling. The company calls the HWR a great “preventative maintenance weld,” giving its customers an opportunity to repair a small defect before it grows and leads to a break in the rail.

“We are currently working on finalizing the procedures to repair defective flash-butt welds with this process which is something our customers have been asking for,” said Dolder.

The company says its Startwel ® Ignition System provides more accurate and consistent tap time and allows the welder to ignite the weld charge to initiate the pour process for the Railtech Aluminothermic Weld System, replacing the traditional “sparkler” igniter design. Startwel is classified as non-hazardous for transport, which means there are no shipping restrictions and it can be shipped overnight should an emergency arise.

“Following up on our customer’s requests, we have started to grow and improve our training, technical support and field assistance programs,” said Dolder. “ We understand that today’s welders needs to be comfortable with our product in order to be productive and our customers depend on us to provide this type of assistance when needed.” www.rtands.com

AREMA NEWS Professional Development

Message from the President

Seminars

Railroad bridge load rating seminar-steel structures August 31, 2015 Chicago, IL

Safety and risk management

Nine AREMA Seminars will be held in conjunction with the AREMA 2015 Annual Conference in Minneapolis, MN, October 4 – 7, 2015.

Introduction to Practical Railway Engineering October 2 - 4, 2015 Rail Bulk terminal design October 3, 2015

Randy Bowman AREMA President 2014-2015

building the steel interstate October 3, 2015 FRA 214: roadway worker on-track safety October 3, 2015 environmental permitting issues in railroad construction projects October 4, 2015 practical track measurements techniques & tools October 4, 2015 intermodal terminal engineering October 7 - 8, 2015 track alignment design October 7 - 9, 2015 FRA 213: track safety standards October 7 - 9, 2015 Please visit www.arema.org to register and to find out more information about these seminars or contact Desirée Knight at dknight@arema.org.

36 Railway Track & Structures

July 2015

Safety has long been a major focus on all railroads and transits.

The E. H. Harriman Award, founded in 1913, was an annual award presented to American railroad companies in recognition for outstanding safety achievements. The awards were to encourage safe operating practices and safety enhancements. Part of the award criteria was a count of the number of reported workplace injuries as tracked by the Federal Railroad Administration (FRA). They were presented through 2011. The Association of American Railroads (AAR) made the decision to retire the award in 2012 because it had served its purpose. It was time to move from a system that measured statistics to one that that changed the culture of the way we approach safety.

I recently took a one-day course on risk management. The fundamental premise of the course was that we all take risks. The focus was not strictly on workplace safety, but rather on managing the risk we face in everything we do, 24 hours a day. We make thousands of decisions each day that involve some amount of risk. A small percentage of them are conscious decisions that are careful and well thought out, while the majority of them are habitual and routine. By looking into how and why we make the decisions we make, we are able to increase our awareness of the at-risk decisions.

We often make decisions to take risks for some anticipated rewards based on our feelings and emotions. We may choose to take short-cuts to get a job done faster in anticipation of getting a pat on the back or being recognized as one who gets timely results. We may be working around the house and decide to reach too far while on a ladder or not properly secure that ladder because we are in a hurry to complete our task. We may simply be late for an appointment and choose to drive too aggressively through a neighborhood where children are playing.

But in taking those short-cuts, what risks are we taking that can affect our safety and the safety of those around us?

The one key tool that was taught in the course was “Pause, Process and Proceed.” When faced with a decision to take a risk, you simply pause from what you are doing and think about the consequences of your actions if you choose to take the risk. Think about ways to accomplish the same task with minimal risk and choose to lower the risk. Then you proceed with the task at hand with a clear understanding that you have managed the risk and are being as safe as possible.

One of the biggest challenges we face every day is distracted driving, whether commuting to work or driving a company vehicle on the job. With smartphone technology today, we have the ability to have instant communication via voice, text or e-mail right at our fingertips. I must confess that I have made bad decisions in the past about using my smartphone while driving, putting myself and others at risk. Even with all the ad campaigns against it, I chose to disregard all the warnings because I wanted to respond to some things right away. I even half-way joked with my wife two years ago when we got a www.rtands.com

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

2015 Upcoming Committee Meetings Aug.10-11

Committee 1 - Roadway & Ballast

Santa Rosa, CA

Sept. 1-2

Committee 15 - Steel Structures

Chicago, IL

Sept. 17-18 Committee 8 - Concrete Structures & Foundations

New York, NY

Oct. 18-19 Committee 34 - Scales

Vancouver, WA

Oct. 27-28 Committee 4 - Rail

Stockton, CA

Nov. 3-4

Committee 37 - Signal Systems

Atlanta, GA

To see a list of all committee meetings being held at the AREMA 2015 Annual Conference please visit www.arema.org/meetings/2015.

new vehicle with lane departure and collision alerts that it was a great texting vehicle because it would let me know if I were getting out of my lane or getting too close to the vehicle in front of me. How stupid was that?

Well, after taking the risk management course, I finally decided to make a change. I have committed to only use my phone with a hands-free bluetooth device and not look at incoming texts and e-mails while operating any vehicle.

When I get in my vehicle, I either connect my bluetooth device or place my phone out of reach. I’ll even hand my phone to my wife if she is with me so she can help me be accountable. She can tell you that it is not easy for me to do, but it’s the smart thing to do. There’s no reason to have a smartphone if you are going to be dumb in the way you use it.

So, I’m asking each of you to use the tool I learned to lower the risk you take every day, at home on the job or commuting. Stop and think about what you do before you do it and choose to eliminate as much risk as you can in all you do.

Do it for yourself, your co-workers and, most importantly, your families.

Be safe and make a positive difference.

The Annual 2015 Member-Get-A-Member Campaign The Annual 2015 Member-Get-A-Member Campaign runs through August 12, 2015. All AREMA members who recruit at least one individual will receive aThankYou Gift! The First, Second and Third Place Winners will each receive AREMA credit towards any AREMA publication, conference, seminar or merchandise.

For the complete list of rules and regulations about the Member-Get-A-Member Campaign and to download the AREMA membership application, visit the AREMA website at www.arema.org, or contact the Membership Department at jclements@arema.org. Thank you for your continued support of AREMA! With your help, AREMA will remain the preeminent railway engineering association in the world - recruit a member today!

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

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

FYI…

Book your 2016 AREMA exhibit booth now for the AREMA 2016 Annual Conference & Exposition in Orlando, FL, August 28-31, 2016! Exhibit Booth sales are NOW BEING ACCEPTED. For more information and to book your exhibit space, please contact Christy Thomas at cthomas@arema.org.

Register now to take advantage of the discounted rates for the AREMA 2015 Annual Conference in conjunction with Railway Interchange 2015, October 4-7, 2015 in Minneapolis, MN. Visit www.arema.org to register today. For more information on Railway Interchange 2015, please visit www.railwayinterchange.org.

Advertise in the 2015 Conference P r o c e e d i n g s . T h e A R E M A 2 01 5 Conference Proceedings, including advertising, will be published before the conference on a flash drive and handed out to all AREMA 2015 Annual Conference attendees. Following the conference, the proceedings, including advertising, will be posted on the AREMA website for free access by all AREMA members.

Reserve your advertising space now to be sure you are seen by conference attendees and AREMA members. Contact Lindsay Hamilton at 301-459-3200, ext.

705, or lhamilton@arema.org for details on advertising.

AREMA on Social Media. Stay up-to-date on the most recent AREMA information through all official social media outlets.

Become a fan of the AREMA Facebook Page, join the AREMA LinkedIn Group and now tweet, retweet and hashtag @AREMArail on Twitter.

Railway Track & Structures

July 2015 37

AREMA NEWS

Getting to know Hal Lewandoski, Jr. Each month, AREMA features one of our committee chairs.

We are pleased to announce that the July featured chair is Hal Lewandoski, Jr., chair of Committee 30 - Ties.

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

Lewandoski: Honestly, it chose me. My father-in-law has worked for BNSF for almost 40 years. He had talked to me about coming to work for the railroad for almost 10 years. At the time, I was managing restaurants. One day, I decided to give it a try and was hired as a sectionman with BNSF. AREMA: How did you get started?

Lewandoski: I started out as a sectionman and learned as much as I could every day. The longer I worked for the railroad, the more passionate I became.

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

Lewandoski: My first exempt position with BNSF had me reporting to John Bosshart. He encouraged me to become involved with AREMA Committee 30. He had and, still has, a passion for railroad engineering and I credit a lot of my drive to the example he set.

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

Lewandoski: I enjoy golfing and fly fishing when I can get away. A lot of weekends are spent catching up with my family and enjoying the outdoors in the beautiful Pacific Northwest.

AREMA: Tell us about your family.

Lewandoski: I have been married for almost 13 years to my wonderful wife Michelle. We have two children, Nolan, 12 and Klara, nine.

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

Lewandoski: Prior to my railroad career, I worked under a chef and am an avid cook; at least my family thinks so.

AREMA: What is your biggest achievement?

Lewandoski: Raising my two children would have to be my biggest achievement. They challenge me daily.

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

Lewandoski: It is a very specialized industry. I still believe that I will be learning until the day I retire. No day and no project is the same, which makes it a very exciting and rewarding career.

Hal Lewandoski, Jr. Chair, Committee 30 - Ties Manager Roadway Planning BNSF

38 Railway Track & Structures

July 2015

www.rtands.com

Announcement of AREMA Board of Governors 2015 Election

AREMA Publications 2015 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, CD-ROM, revision set (looseleaf only) and individual chapters (downloadable format).

Downloadable Chapters Available Online.

2015 Communications & Signals Manual of Recommended Practices

©

2016 edition will be available in October.

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.

©

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.

©

Railway Memoirs by William G. Byers, PE

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

Elected as: Governor (2015 – 2018) Name: Bruce R. Pohlot Title: Senior Vice President – Engineering Organization/Company: Long Island Rail Road

AREMA Bridge Inspection Handbook ©

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

Pohlot began his career in 1974 with the Lehigh Valley Railroad and later Conrail, holding the position of supervisor of production. He was employed

by Amtrak from 1977 to 1998 and held various positions, including assistant division engineer Baltimore and New York, division engineer Boston and Los Angeles, program director high-speed rail and assistant vice president engineering. In 1999, he began at Parsons Brinckerhoff as senior vice president. Pohlot also held the position of president and chief executive officer of PB Transit and Rail Systems, Inc. (a subsidiary of PB). He returned to Amtrak as chief engineer from 2012 - 2014. In 2015, he was hired as the senior vice president engineering at the Long Island Rail Road.

He holds a master of business administration degree, a BS degree in civil engineering and a BA in international relations.

Practical Guide to Railway Engineering ©

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

www.rtands.com

2014 Portfolio of Trackwork Plans

The Governance Nominating Committee, chaired by Past President Joseph A. Smak, has completed its task and the following nominee has been officially elected. Bruce R. Pohlot will assume his Board of Governor’s position at the AREMA 2015 Annual Conference, which is being held in conjunction with Railway Interchange in Minneapolis, MN, October 4 – 7, 2015.

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

Pohlot has been very active in Committee 11 as the secretary, vice chair and chair of that committee. He served as director and group vice president Passenger and Transit Group on the AREMA Functional Group Board of Directors. He is a past director on the Associate Board of the Association of American Railroads and is a member of the Transportation Research Board (Member AR060 RR Maintenance).

Railway Track & Structures

July 2015 39

AREMA NEWS

AREMA COMMITTEE 9 CELEBRATES 20th ANNIVERSARY

AREMA Committee 9 – Seismic Design for Railway Structures, celebrated its 20-year anniversary in San Diego, Calif., on February 5, 2015. Committee 9 was initiated in 1994 to develop a unique three-level seismic performance criteria to meet the operational requirements of the railroads.

T h e 2 0 ye a r s o f A R E M A Chapter 9 development included meeting with experts in seismic design, witnessing load testing of railroad bridge components and researching existing seismic criteria.

The committee visited university testing facilities and met with pioneers in seismic design, such as Nigel Priestley at the University of California at San Diego and John Mander at the State University of New York at Buffalo. Committee 9 witnessed full-scale lateral bearing load and resonance tests of Strawberry Park Underpass in Los Angeles, 40 Railway Track & Structures

July 2015

Calif. The committee members researched seismic design criteria developed for buildings and highway bridges and tailored the AREMA Chapter 9 guidelines to apply specifically to railroad bridges and the operational requirements of the railroads.

Committee 9 visited the United States Geological Survey (USGS) in Golden, Colo., to meet with and get advice from experts in seismic hazards. The relationship with USGS paid off in 2014 when AREMA published new seismic hazard maps in Chapter 9, which were developed by USGS specifically for

Photo: Committee 9 members who attended the San Deigo meeting.

AREMA and reflect the current state of the practice in seismic design of structures.

The dedication of the committee members and former chairmen was evident at the recent meeting in San Diego, where five of the seven Committee 9 chairmen were present and still active including Roger Boraas (FRA), Bob Matthews (RailPros), Howard Swanson (Norfolk Southern), Patrick Barrett (BNSF) and Kenneth Wammel (ASK Rail Engineers). www.rtands.com

www.rtands.com

Railway Track & Structures

July 2015 41

22nd annual Conference • october 28 - 29, 2015 grand hyatt washington • washington, d.C.

Mixed Traffic:

a Changing environment Key Topics • nCRR Piedmont improvement Program • VRe Capacity enhancement Program • lRT and Freight: Region of waterloo; nJ Transit Riverline • a Frank discussion, with Frank n. wilner • high(er) speed Rail: on a growth Curve or on hold?

• how to Fix Chicago • PRiia and son of PRiia

Railway age’s PassengeR TRains on FReighT RailRoads 2015 RegisTeR now: www.railwayage.com/ptfr • (212) 620-7205 sPonsoRshiP oPPoRTuniTies: conferences@sbpub.com • (212) 620-7224

CALENDAR JULY 19-21. American Association of Railroad Superintendents 119th Annual Meeting. Embassy Suites Inner Harbor. Baltimore, Md. Website: http:// www.supt.org/event-1771854.

21-23. 2015 RTA Crosstie Grading Seminar.

Birmingham Marriott. Birmingham, Ala. Website: http://www.rta.org/grading-seminar.

26-AUGUST 1. Rail and Intermodal Transportation Summer Youth Program. Classroom and field trip experiences in Michigan, Wisconsin and Minnesota.

Contact: David Nelson. Phone: 906-487-1734. E-mail: dannelso@mtu.edu. Website: http://www.rail.mtu.edu/ summer_youth.html.

AUGUST 19-20. 3rd Annual Michigan Rail Conference.

Eberhard Center, Grand Valley State University. Grand Rapids, Mich. Contact: David Nelson. Phone: 906487-1734. E-mail: dannelso@mtu.edu. Website: http:// www.rail.mtu.edu/mi-rail-conf/index.php.

SEPTEMBER 12-15. ASLRRA Central Pacific Region Meeting.

Hilton Scottsdale. Scottsdale, Ariz. Contact: Jenny Bourque. Phone: 202-585-3449. E-mail: jbourque@ aslrra.org. Website: www.aslrra.org.

28-29. Basic Railroad Track Maintenance. University of Tennessee - Knoxville. Knoxville, Tenn. Contact: Diana Webb. Phone: 865-974-5255. Fax: 865-974-3889.

30-Oct. 2. Railroad Track Design. University of Tennessee - Knoxville. Knoxville, Tenn. Contact: Diana Webb. Phone: 865-974-5255. Fax: 865 974-3889.

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

17-20. ASLRRA Eastern Region Meeting. Sheraton Erie Bayfront Hotel. Erie, Pa. Contact: Jenny Bourque.

Phone: 202-585-3449. E-mail: jbourque@aslrra.org.

Website: www.aslrra.org.

NOVEMBER 2-6. Railroad Track Inspection & Standards. University of Tennessee - Knoxville. Valley Railroad Museum.

Chattanooga, Tenn. Contact: Diana Webb. Phone: 865974-5255. Fax: 865-974-3889.

3-5. 97th Annual Railway Tie Association Symposium and Technical Conference. Marriott Starr Pass Resort.

Tucson, Ariz. Phone: 770-460-5553. E-mail: ties@rta.org.

Website: www.rta.org. www.rtands.com

Railway Track & Structures

July 2015 43

PRODUCTS

Synthetic lubricant

Midwest Industrial Supply Inc. released Glidex MC, a synthetic rail lubricant that is designed to last longer and reduce friction more effectively than the company’s existing product. Glidex MC’s improved chemistry now contains a specially formulated additive that reduces oxidation and makes the lubrication treatment last significantly longer than ever before, the company says. The product was developed to contain residual properties, which means it has a cumulative effect that will inhibit metal corrosion. Fully functional year-round and in any type of climate, Glidex MC can be used for switches in rail yards, steel mills, mining sites and storage facilities and is designed to withstand the harshest conditions. It can be applied in temperatures as low as negative 40 degrees Fahrenheit. The company says Glidex MC exceeds all environmental standards, including the California Environmental Protection Agency’s compliance regulations. It also points to an independent lab study, which found that the Glidex MC reduces friction up to 30 percent more than its predecessor, allowing for seamless track changes for trains. Phone: (330) 456-3121.

Explosion proof LED light fixture

Larson Electronics released a 104-watt explosion proof low-profile LED light fixture. The EPL-LP-48-LED Class 1 Division 1 & 2, Class 2 Division 1 & 2 low profile explosion proof light fixture provides 13,520 lumens of light, while drawing 104 watts of power. Instead of using diffused glass, optics or reflectors to distribute the light, Larson Electronics has positioned the boards within the fixture to provide a wide area of light. Two offset LED assemblies within the fixture allow this explosion proof linear lamp to provide a brilliant 100-degree horizontal beam spread and 140-degree v e rt i c a l b e a m spread. The LED assembly is protected behind a tempered borosilicate glass tube that is protected by an aluminum wire guard to prevent from accidental damage to the light. The copper-free aluminum alloy body is powder coated for added durability. Measuring five inches in width, this fixture takes up half the surface area as a standard four-foot, two lamp fixture, the company notes. This fixture has a T5 temperature rating and carries a paint spray booth, ATEX and IECEx certification and is approved for use in the United States, Canada, Europe and Asia markets.

The light can be operated with 100-277 volts AC and is shipped with a surface mount and pendant mount option. Phone: (800) 369-6671.

44 Railway Track & Structures

July 2015

www.rtands.com

Ad Index Company

Phone #

Alcoa Fastening Systems Amsted RPS

AREMA Marketing Department

Birmingham Rail & Locomotive Co.

R. J. Corman Railroad Group

Fax#

Delta Railroad Construction, Inc.

254-751-5259

913-345-4807

913-345-4818

jstout@amstedrps.com

18

301-459-3200

301-459-8077

marketing@arema.org

2, Cover 3

205-424-7245

205-424-7436

railroad@centurygrp.com

29

859-885-7804

www.rjcorman.com

33

610-828-2260

pbarents@danella.com

8

610-828-6200 440-994-2997

L.B. Foster Co.

Holland L.P.

586-226-1505

708-672-2300 ext. 382

Neel Company, The

Pandrol USA, L.P.

512-869-1542 ext.5292

703-913-7858

1-800-221-CLIP 757-543-3526

Plasser American Corp.

PortaCo, Inc.

218-236-0223

Postle Industries

kyle.lang@gagebilt.com

Railway Educational Bureau, The

708-672-0119

gpodgorski@hollandco.com

15

703-913-7859

jlewis@neelco.com

5 21

757-494-7186

35

402-346-1783

866-905-7245

Unitrac Railroad Materials, Inc.

voestalpine Nortrak, Inc.

Vossloh North America

7

856-467-2994 plasseramerican@plausa.com

217-522-6588

402-346-4300

RailWorks Corporation

20

bachman@georgetownrail.com

256-593-1249

866-724-5238

19

218-233-5281

800-476-8769

RAILCET

Cover 2

glippard@lbfosterco.com

512-863-0405

216-265-9000

Progress Rail Services Corp.

16

info@deltarr.com

412-928-3512

586-226-1500

Georgetown Rail Equipment Co.

stu.millard@alcoa.com

440-992-1311

412-928-3506

Gage Bilt Inc.

Page #

800-388-4825

800-611-7245

Danella Rental Systems, Inc.

e-mail address

info@portaco.com

31

rspeese@postle.com

32

info@progressrail.com

25

grif1020@yahoo.com

6

bbrundige@sb-reb.com

43, 44

952-469-1926

jrhansen@railworks.com

27

412-298-0915

865-693-9162

ppietrandrea@unitracrail.com

26

307-778-8700

307-778-8777

gord.weatherly@voestalpine.com

Cover 4

00-49-239-252-273

00-49-239-252-274

claudia.brandt@vc.vossloh.com

23

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

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

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

www.rtands.com

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

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

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

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

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

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

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

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

Railway Track & Structures

July 2015 45

Professional Directory

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

Rotary Dump

Grapple Truck

Hauls MarkIV

LEASE or BUY Hirail Gradall w/opt. Brush Cutter

Hirail Service/Maintainers Truck

Custom Build New or Used Chassies.

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

RAILROAD SERVICES

Est. 1910

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

NEW & USED EQUIPMENT

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

46 Railway Track & Structures

July 2015

www.rtands.com

NEW & USED EQUIPMENT

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

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

    

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

EQUIPMENT FOR SHORT OR LONG TERM LEASE HARSCO AND NORDCO TAMPERS 6700S, SJ, SJ2, Mark IV Switch and Production Tampers 3300 and HST Chase Tampers 3000 Tampers w/Raise & Line or Chase Tampers 2400 Tampers w/Raise & Line TIE INSERTERS/EXTRACTORS Nordco TRIPPs 925 S/Ss, Standards, KTR-400s KNOX KERSHAW REGULATORS, KRIBBER/ADZERS, TIE CRANES, PLATE BROOMS, BRUSH CUTTERS, & SNOW FIGHTERS KBR-850-925-940 Ballast Regulators & Snow Fighters KBR-940 Dual Head Brush Cutters KTC-1200 Tie Cranes KKA-1050 Kribber/Adzers KPB-200 Plate Brooms NORDCO ANCHOR APPLICATORS, SPIKERS & GRABBERS Model F Anchor Machines and BAAMs Models CX and SS Spikers Model SP2R Dual Grabbers RACINE RAILROAD PRODUCTS Dual Anchor Spreaders, Squeezers, Knockers (Anchor Removers), Anchor Applicators, DAACs (Dual Anchor Adjuster Cribber), Dual e-Clip Applicators, Ride-on Regauge Adzers, TPIs, Tie Straighteners, OTM Reclaimers, SAFELOK IIIs (SAR IIIs) HI-RAIL CRANES, SPEEDSWINGS & RAIL HEATERS Pettibone Model 445E Speedswings w/Multiple Attachments Geismar 360/360-Tronic Hi-Rail Excavators, (Cold Air Blower, Brush Cutter, Grapple, Heel Boom, Train Air & Knuckle available) Badger 30 Ton Cranes w/Hi-Rails Rail Heaters - Single Sided, Dual Sided, Self-propelled w/Vibrators HI-RAIL TRUCKS, EXCAVATORS, & CARTS Hi-Rail Gradalls, XL3300 Series III w/Digging Buckets & Brush Cutters Hi-Rail Rotary Dumps, Various Hi-Rail Pickups Hi-Rail Grapple Trucks (available w/Magnet, Rail Racks & Creep Drive) 25-ton Hudson Ballast Cars 25-ton Rail and OTM Carts, 5-ton Tie Carts

Grapple Trucks Magnets & Self Propelled

GLOBAL RAIL TENDERS Section Trucks Telescoping & Articulating Cranes

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

and many more truck configurations...

Track Maintenance Trucks

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

877-888-9370

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Turning Opportunities into New Business

Railway Track & Structures 2/12/13 2:57 PM

July 2015 47

ilson

ub.com

2001 Mark IV Tamper, 2004 System V, V4.10, Smart I/O, Laser . . . . . . . . . . . . . CALL! 1999 Mark IV Tamper, 2003 System V, V4.10, Surface fit, Smart I/O, Laser . . . . . . . CALL! 1997 Mark IV Tamper, 2003 System V, V4.10, Surface fit, Smart I/O, Laser . . . . . . . CALL! 1995 Mark IV Tamper, 2007 System V, V4.10, Surface fit, Smart I/O, Laser . . . . . . . CALL! (4) 1993 Mark IV Tampers, System V, 4.10, Smart I/O, Surface fit, Laser . . . . . . . . CALL! Remanufactured Mark III ECTR-130G Tamper, four wheel drive, combo clamp . . . . . CALL! (5) 1996 - 1983 Mark III, ECTR-130G Tampers, combo clamp, 4 wheel drive, AC . . . CALL! (2) STM Switch Tampers, no jacks. Enclosed cabs. Nice machines! . . . . . . . . . . . CALL! (16) Fairmont Tamper Mark I, II, ES, ES-TDAG, EA, EAS, JRM Tampers available! . . . . CALL! (5) Harsco TR-10/TR-1’s Tie Remover/Inserters, 1998,1996,1991 Models & Older . . CALL! (2) Kershaw / RTW Tie Cranes & Bridge Cranes. Enclosed cabs, GM 3-53 engines . . CALL! (3) Kershaw Model 35-13 Tie Plate Sweepers, diesel engines . . . . . . . . . . . . . . CALL! (3) Nordco Auto-lifts (one new 2008 unit!) Hatz diesel engines . . . . . . . . . . FOR SALE! www.railwayequipmentservices.net Racine Dual Anchor Spreaders and Dual Anchor Adjusters . . . . . . . . . . . . . FOR SALE! MOW Equipment – Lease & Sale (3) Teleweld Rail Heaters w/vibrators, self propelled . . . . . . . . . . . . . . . . . . . . CALL! Track Surfacing – Tamp & Reg (1) Speed Swing 441-D . . . . . .Brushcutting . . . . . . . . .– .Dual . . . side . . . Kershaw . . . . . . . . . CALL! (1) Nordco model “C” Spike driver with PLC upgrade . . .– .Low . . . Boys . . . with . . . .Rail . . . CALL! Specialized Hauling (2) Nordco model “C” Spike drivers 318-995-7006 . . . . . . . . . . or . . 318-469-7133 . . . . . . . . . . . . . CALL! (All of“A thefull above equipment is located in Illinois) service company with over 20 yrs exp!”

JER OVERHAUL INC. / NEWMAN MACHINERY Equipment Website: www.newmanmachinery.com EMAIL: Eric Headrick, eheadrick@jeroverhaul.com JER Website: www.jeroverhaul.com SALES & RENTAL Tel# (217) 259-4823 PARTS & SERVICE: Tel# (217) 268-4823 • Fax# (217) 268-4813

NEW & USED EQUIPMENT

RAILWAY EQUIPMENT SERVICES, INC.

Products and services

REESE WHAT CAN WE DO FOR YOU?

• 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.

Phone: (330) 479-2004 Fax: (330) 479-2006 4313 Southway Street, S.W. Canton, Ohio 44706 Web Site: www.sperlingrailway.com E-mail: info@sperlingrailway.com

QUADRILL® Rail Scrap Retriever OTM Retriever Tie Plugger Carriers Plate Picker Personnel Carriers Powered Cart Tie Marking Machine Bulk Material Loader Heavy Duty Material Carts Wheel & Axle Assemblies Hitch Pins/Tow Bars Railroad Signs Crossbucks/Switch Targets

Railway Track & Structures

Box 298 • Mercersburg, PA 17236

(717) 328-5211 •

fax

(717) 328-9541 • www.kwreese.com

2013, 2014 NRC SAFETY AWARD GOLD MEDAL WINNER

April 2011 49

Get the inside scoop on and off the track PARTS • SALES • SERVICE

RAIL BRIEF: The Weekly RT&S Email Newsletter NEW & USED Grapple Trucks, Roto Dumps,

SUBSCRIBE AT: www.rtands.com/RailBrief

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

48 Railway Track & Structures

July 2015

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