Rts1113

November 2013 | www.rtands.com

Building Illinois'

higher speed line

plus

Switch stands, switch machines Improving turnout inspection And also

AREMA News p. 32

Contents

RAILWAY TRACK AND STRUCTURES

November 2013

News

5

Features

18

Industry Today 5 Supplier News 8 People 9 Fall conference recap

Switch stand and switch machine advancements Manufacturers continue to develop equipment that is easier to use and easier to maintain.

Columns

18

24

Improving inspections for turnouts Research and development helps technology evolve to give a more clear picture of turnout health.

28

24

Building Illinois’ higher speed line Infrastructure improvements aim to reduce travel time, improve service reliability and enhance safety along the Chicago to St. Louis passenger route.

Departments 14 TTCI R&D 32 Arema News 39 Calendar 40 Products 41 Advertisers Index

Bridge work being performed as part of improvements needed for higher speed service between Chicago and St. Louis.

Story on page 28.

3

On Track The cost of the shutdown

11

NRC Chairman’s Column Coming down the home stretch

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41 Sales Representatives 42 Classified Advertising 43 Professional Directory

28

Railway Track & Structures

November 2013 1

On Track

RAILWAY TRACK AND STRUCTURES

Vol. 109, No. 11 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 George S. Sokulski/Associate Publisher Emeritus Mary Conyers/Production Director Wendy Williams/Creative Director Maureen Cooney/Circulation Director Jane Poterala/Conference Director RT&S Railway Track & Structures (Print ISSN 0033-9016, Digital ISSN 2160-2514), (USPS 860-560), (Canada Post Cust. #7204654), (Bluechip Int’l, Po Box 25542, London, ON N6C 6B2, Agreement # 41094515) is published monthly by Simmons-Boardman Publ. Corp, 55 Broad St 26th Fl., New York, N.Y. 10004. Printed in the U.S.A. Periodicals postage paid at New York, NY and Additional mailing offices. Pricing, Qualified individual in the railroad employees may request a free subscription. Non-qualified subscriptions printed or digital version: 1 year Railroad Employees (US/ Canada/Mexico) $16.00; all others $46.00; foreign $80.00; foreign, air mail $180.00. 2 years Railroad Employees US/Canada/Mexico $30.00; all others $85.00; foreign $140.00; foreign, air mail $340.00.

BOTH Print & Digital Versions: 1 year Railroad Employees US/Canada/Mexico $24.00; all others $69.00; foreign $120.00; foreign, air mail $220.00. 2 years Railroad Employees US/Canada/Mexico $45.00; all others $128.00; foreign $209.00; foreign, air mail $409.00. Single Copies are $10.00 ea. Subscriptions must be paid for in U.S. funds only. COPYRIGHT © Simmons-Boardman Publishing Corporation 2013.

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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The cost of the shutdown

T

he government shutdown cost me $3.65. That’s how much I spent buying water and a soda from various fast food restaurants in northern California for the privilege of using their bathroom. My husband and I were on vacation during part of the shutdown and while all national parks were closed, those that lacked gates to keep hikers, bikers and other visitors out, still had locks on their bathrooms.

Standard & Poor’s estimates the shutdown cost the U.S. economy $24 million. Initially, the rail industry looked like it would be no worse for wear: Amtrak continued to operate, car loads continued to rise and there wasn’t a large stoppage in maintenance activity, a benefit of using private rather than public funds.

The shutdown’s effect was noted early with Railway Interchange 2013 and the Railway Tie Association’s Annual Conference, which were both held during the shutdown, void of U.S. Department of Transportation (USDOT) attendees. This meant no USDOT, Federal Railroad Administration (FRA) or Federal Transit Administration (FTA) officials to give updates, ask questions or provide answers.

Not exactly ideal, given that FRA is tasked with verifying positive train control (PTC) field tests and certifying PTC systems prior to installation.

FRA has said it is trying to streamline its processes regarding PTC, but it now has 16 less days to do so.

On the transit side of the industry, FTA issued a statement prior to the shutdown saying, “for projects under development, FTA staff will not carry out environmental, legal, civil rights and other reviews essential for advancing projects to the point of obligation…no grants, cooperative agreements, contracts, purchase orders, travel authorizations or other documents obligating funds will be

executed to any of the FTA’s 1,300 grantees.” This prompted Hampton Roads Transit to suspend two transit studies as to not incur costs that could not be covered. As of press time, one of the studies had resumed.

Perhaps one of the more alarming statements regarding the shutdown came from National Transpor tation Safety Board (NTSB) Chairman Deborah Hersman, who said in a press release detailing the shutdown’s effect on NTSB, “It is clear that safety was not ser ved by the government shutdown.”

NTSB furloughed 383 of its 405 employees, had to reschedule a hearing regarding two incidents on MetroNorth Railroad and evaluated sending investigators to incidents that occurred during the shutdown on a case-by-case basis.

According to NTSB, during the shutdown, there were 59 new aviation accidents, a deadly motorcoach crash, a significant pipeline leak, a house explosion caused by a natural gas leak, a fatal grade-crossing accident and a fatal transit accident. The agency sent investigators to only two of those accidents where it was determined that there was an imminent threat to life or property.

Lastly, what is the price of communication? For 16 days, we were not allowed to speak to our elected officials because they stopped listening to anything but each other. This means we have 16 less days to tell our story to Washington and convince our representatives of our needs.

While I can put an exact dollar figure to my personal experience with the shutdown, its effect on the industry may take sometime to tally.

Mischa Wanek-Libman, Editor

Railway Track & Structures

November 2013 3

INDUSTRY TODAY Supplier News

Eastern Excavation Inc. completed a $1.4-million drainage project for MetroNorth Railroad by removing years of sediment at Sing Sing Creek, which flows under the railroad tracks in Ossining, N.Y. The city of Detroit, Mich., awarded a contract to Parsons Brinckerhoff for design review and construction

T h e C h i c a g o Tr a n s i t Authority (CTA) completed its $425-million rebuild of the south branch of the Red Line with trains returning to service on Oct. 20. The CTA shutdown a 10.2-mile portion of the line from just north of the CermakChinatown station to the 95th Street station for five months, allowing crews to replace everything in the track bed including crossties, rail, third rail, ballast and drainage systems.

Some stations also received improvements ranging from new canopies, paint and lighting upgrades to new benches and bike racks.

The line was 44 years old and plagued by slow zones. The work will now allow riders to shave up to 20 minutes off their commutes.

CTA said it was the first transit agency in the country to completely rip out and replace such a large stretch of railroad in such a tightly condensed period of time and with such an extensive alternative-service plan, a strategy that provided customers with a better railroad in a shorter amount of time, while saving taxpayer money. Condensing the work into five months saved $75 million over an alternative option to perform work on weekends over a period of four years. The $75 million in savings was reinvested by the CTA in improvements to eight stations along the branch that received new lighting, painting, Train Tracker screens and other enhancements to improve the customer experience. The savings also paid for three new elevators at the Garfield, 63rd and 87th Street stations, making the entire Red Line South accessible to customers with disabilities.

“The reconstruction of the Red Line South is an historic investment in both the Red Line—the backbone of the CTA rail system—as well as the many communities it serves on Chicago’s South Side,” said Chicago Mayor Rahm Emanuel. “This brand-new railroad will provide faster and more comfortable commutes and is an important step toward creating a 21st Century transit experience for commuters.”

New Jersey awards grants to 12 freight rail projects New Jersey awarded 12 grants totaling $12,991,114 through the New Jersey Department of Transportation’s (NJDOT) Fiscal Year 2013 Rail Freight Assistance Program. The program helps support economic activity by preserving and improving the existing freight transportation system and by making freight rail service more widely available for businesses throughout the state.

The projects receiving funding in this round of grants include upgrades and repairs to existing railroad tracks and bridges and for expansion projects that will connect existing freight rail lines with new customers.

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The Rail Freight Assistance Program provides funding for capital improvements that result in the continuation of economically viable rail freight services in the state. Grant applications are evaluated on a cost/benefit basis. Sponsors—typically the owner of the railroad—are also required to continue freight service on the improved line for at least five years after completion of the project. These grants provide funding for 90 percent of the estimated cost of each project while the sponsor is beholden to provide the remaining 10 percent.

Railway Track & Structures

November 2013 5

Chicago Transit Authority

ABCO Supply & Service, Security Decorating, Bockstael Construction, Westwood Mechanical Inc. and Bridgman Collaborative Architecture were all awarded contracts for renovations to VIA Rail Cananda’s Heritage station in Winnipeg, MB, Canada.

CTA completes $425-million rebuild of Red Line South

INDUSTRY TODAY Supplier News quality assurance services for the Woodward Avenue Streetcar Project.

RailComm has been selected by a North American energy company to provide a wireless remote control yard system for its facility located in Pasadena, Texas.

Stella-Jones Inc. has signed a definitive agreement to acquire the operating assets of Arizona Pacific Wood Preserving, Inc., Nevada Wood Preserving, Inc.,

Guest commentary:

Delay needed to safely install federally mandated interoperable PTC There has been debate about the railroad industr y’s ability to meet the federal mandate for interoperable positive train control (PTC) technology across huge swaths of the U.S. rail network by 2015.

There also have been some critics who have inferred that by seeking an extension of the 2015 deadline set by Congress for implementing PTC, the railroad industry is looking to dodge its commitment to safety. Nothing could be further from the truth and I would like to address this issue and hopefully provide some clarity for RT&S readers.

The nation’s railroads are absolutely committed to implementing PTC and over the past five years have spent more than $3 billion and expended tremendous e n e r g y a n d r e s o u r c e s d e ve l o p i n g , testing, installing and retesting all the components necessar y for this coastto-coast safety system. Not only is

this mandate the biggest safety project in railroading history, but the Federal Railroad Administration has said that PTC on this scale has never been implemented anywhere in the world.

It is true, given the diverse nature and size of America’s railroads, that some may have PTC operating by 2015 on their networks. But what makes coast-to-coast PTC impossible by the end of 2015 is that all the railroads’ PTC systems won’t be interoperable and flawlessly communicating with one another. Interoperability is key if PTC is to work seamlessly and safely across more than 60,000 miles of nationwide rail network and this cannot occur by the mandated deadline.

The reality is that a host of challenges, many beyond the railroad industr y’s control, have been instr umental in making the 2015 deadline impossible to meet. The latest involves the Federal Communications Commission (FCC).

The FCC is requiring historical and environmental review of approximately 22,000 new antennas needed for PTC and has acknowledged that its current review process cannot address such a large volume of antennas in a timely manner. Until a workable solution is proposed, the commission has directed railroads to stop any and all antenna installation, even though almost all i n s t a l l at i o n w i l l o c c u r o n r a i l r o a d property and rights-of-way.

While completing PTC is important, it is vital that development and testing of PTC proceed safely before becoming operational. To meet Cong ress’ goal of implementing a safety-enhancing system, taking the time to do it right should steer the process, not meeting an unrealistic deadline.

Edward R. Hamberger President and CEO Association of American Railroads Washington, D.C. Editor’s note: The Association of American Railroads submitted the preceding commentary following the report “Industry leaders discuss PTC progress” posted to www. rtands.com on Oct. 2.

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INDUSTRY TODAY Amtrak, 19 states reach funding agreements for 28 routes Amtrak and 19 state transportation departments and other entities have negotiated contracts to increase state control and funding of 28 current passenger rail routes.

“We thank these state leaders who have sent a strong message in favor of Amtrak service and the need to offer multiple mobility options for the traveling public across their regions,” said Amtrak President and CEO Joe Boardman.

California-Caltrans, California-Capitol Corridor Joint Powers Authority, Connecticut, Indiana, Illinois, Maine-Northern New England Passenger Rail Authority, Massachusetts, Michigan, Missouri, New York, North Carolina, Oklahoma, Oregon, Pennsylvania, Texas, Vermont, Virginia, Washington and Wisconsin have each reached agreement for Amtrak to operate their state corridor services.

The 28 state-supported routes are in addition to the Amtrak Acela Express and Northeast Regional services in the Northeast and the overnight long-dis-

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Supplier News

tance trains that connect the regions, which combined have set new records for ridership throughout the past decade.

The agreements fulfill Section 209 of the federal Passenger Rail Investment and Improvement Act of 2008. It required states to share costs with Amtrak under a consistent formula for all routes of less than 750 miles, excluding the Northeast Corridor. During the past four years, Amtrak and the states par tnered to jointly develop the cost formula, which received approval by the federal Surface Transportation Board.

Under the Section 209 policy, state partners will pay for approximately 85 percent of operating costs that are attributed to their routes, as well as for capital maintenance costs of the Amtrak equipment they use and for support costs such as safety programs and marketing. Amtrak will pay about 15 percent for backbone costs, such as centralized dispatching and services and back shops.

and Pacific Wood Preserving of Oregon, Inc. Transit America Services Inc. was awarded a contract, with Herzog Railroad Services, Inc., as a subcontractor, for North County Transit District’s crosstie replacement project.

Chicago Transit Authority hired Walsh/II in One JV as its construction manager/general contractor to oversee the $240-million Red Line 95th Street Terminal project.

Railway Track & Structures

November 2013 7

INDUSTRY TODAY Correction:

PEOPLE

A stor y that appeared in the October issue on page 5 and titled “MTA names six to Blue Ribbon Panel for rail safety,” incorrectly named Louis Cerny’s title. He should have been listed as former

executive director of the American Railway Engineering Association (AREA) and former executive director of the Eng ine er ing Division of the Association of American Railroads.

Da l l as A r e a Ra p i d T r ans i t elected Robert Strauss, a partner at the Dallas-based law firm of Strasburger & Price, LLP, to chair of its board of directors and Faye Moses Wilkins, Plano and Farmers Branch representative, was elected vice chair.

HDR Corporation hired Stephen Lipkus, PE, as managing director for Canada.

Holland LP promoted Kevin Flaherty to executi ve vice president MOW business; Len O’Kray to executive vice president mechanical business; Randy Haberman to vice president Holland Equipment Division and Frank Francis to vice president finance.

LB Foster Co. hired William Treacy as general manager, transit products; Kyley Holmstrom as regional Class 1 sales manager in Omaha, Neb.; Stacy Borkofsky as regional Class 1 sales manager based in Calgary, AB, Canada; T im Galownia as an inside sales representative in Pittsburgh, Pa., and Robin Davidson as head of sales, Rail Technologies UK Ltd., at the company’s Sheffield, UK, location.

Metrolinx appointed Greg Percy to president of GO Transit, effective November 9, 2013.

Metropolitan Transportation Authority New York City Transit appointed Joseph Leader to senior vice president, Department of Subways.

T.Y. Lin International promoted Vincent Montgomery, PE, and Paula Pienton, SE, PE, to vice president.

Watco Transportation Services n a m e d J i m my Pa tt e r s o n g e n e r a l manager for the Kansas & Oklahoma Railroad while former manager, Brad Hayes, will manage the company’s Tampa, Colo., terminal location; Watco also named Scott Cassidy general manager for the Swan Ranch Railroad in Cheyenne, Wyo., and appointed Jeffrey Buck to general manager for the Mississippi Southern and Vicksburg Southern railroads.

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INDUSTRY TODAY Fall conference recap:

Railway Interchange 2013, RTA hold successful, educational gatherings

by Mischa Wanek-Libman, editor

A

fter the success of Railway Interchange 2011, the question was asked if the event’s four sponsoring organizations, American Railway Engineering and Maintenanceof-Way Association (AREMA), Railway Supply Institute (RSI), Railway Engineering Maintenance Suppliers Association (REMSA) and Railway Systems Suppliers, Inc. (RSSI), could equal the same results with Railway Interchange 2013.

As attendees experienced first hand, the answer was, “you bet they can.” Just fewer than 8,500 attendees assembled at the Indianapolis Convention Center, Sept. 29-Oct. 2 to peruse offerings of the more than 600 exhibitors and attend technical presentations presented by AREMA and the Coordinated Mechanical Associations (CMA). The attendance numbers were only about 500 short of Railway Interchange 2011. However, the 2011 show included an outdoor exhibit and the second half of the 2013 show took place during the government shutdown.

According to organizers, Railway Interchange 2013 provided railroaders from around the world a unique opportunity to see and hear all that is new and innovative across the entire rail supply industry.

In addition to the technical presentations, highlights from the combined AREMA and CMA general session included the presentation of A packed room for AREMA’s 8th Annual Meet the Next Generation Event.

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the League of Railway Industry Women’s 2013 Outstanding Woman of the Year Award to Norfolk Southern Executive Vice President Deb Butler; the presentation of the 2013 Dr. William W. Hay Award for Excellence to Utah Transit Authority for its FrontRunner South Commuter Rail Project and the announcement of a new scholarship courtesy of Canadian National. AREMA also held two events to promote the development of the industry’s young people including the 8th Annual Meet the Next Generation panel discussion and networking hour and the Early Careers Event, which pairs young railway engineering professionals with more experienced mentors. For photos of all the highlights, see AREMA News on page 36.

R a i lway I n t e r c h a n g e 2 0 1 5 r e t u r n s t o Minneapolis, Minn., Oct. 4-7, 2015. In 2014, AREMA will hold its Annual Conference and Exposition in Chicago, Sept. 28-Oct. 1.

The Railway Tie Association held the 95th Annual Symposium & Technical Conference Oct. 8-11 on the shores of Lake Tahoe, Nev. While snow cancelled the golf outing and the government shutdown cut the planned Washington, D.C., forum short, attendees were treated to ample discussion and learning opportunities in the day and a half conference. Following a general economic overview from Standard & Poor’s Beth Ann Bovino and a Wall Street update from Tony Hatch, the conference was broken down into a series of forums and market reports. Presenters discussed capital plans, budgets and purchases among shortline, regional and Class 1 railroads. The research forum detailed recent findings on various wood crosstie treatment methods, as well as research taking place at TTCI. One of the more pressing challenges affecting wood crossties is log supply. Judd Johnson discussed hardwood markets and told the conference the supply stream is choked at the headwater s and warned to not confuse supply with manufacturing capacity before telling attendees he believes supply will pick up for wood crossties specifically.

The 96th Annual Railway Tie Association Symposium & Technical Conference will take place October 14-16, 2014, in Orlando, Fla. Railway Track & Structures

November 2013 9

2014 NRC Conference

& NRC/REMSA Exhibition

January 5-8, 2014 JW Marriott Desert Springs Palm Desert, California

Conference Highlights

Plan to attend the premier railroad construction and maintenance industry event!

The annual National Railroad Construction and Maintenance Association Conference will encompass more than 1,000 attendees, 100 exhibitors and 25,000 square-feet of meeting space. We have a unique program agenda lined up with chief engineers from the major freight railroads and other key speakers covering topics on: • • • • • • •

• Golf Tournament, Safety Awards, Multiple Networking Receptions • Seminars on project management, railroad safety regulations, railway engineering, safety training

2014 Class 1 and Regional Railroad Capital Spending Plans Rail Projects of National Significance Commuter Rail and Rail Transit Contracting California Rail Projects Legislation Affecting the Rail Industry Railroad Construction Safety High Speed and Intercity Passenger Rail Developments Exhibition Booths are still available, visit www.nrcma.org/go/exhibition2014 to reserve a booth

Attendee, hotel and exhibit registration available at www.nrcma.org REGISTRATION CATEGORIES

A T T E N D E E R E G I S T R A T I O N

On or Before 11/1/13

11/2/13-12/15/13

12/16/13 - On-site

No Charge

No Charge

No Charge

NRC member (first attendee)

$550.00

$600.00

$650.00

Additional persons from NRC member company

$450.00

$500.00

$550.00

NRC member spouse

$300.00

$350.00

$400.00

Non-member consultant, contractor, engineer or supplier

$650.00

$700.00

$750.00

Non-member spouse

$400.00

$450.00

$500.00

Labor Union representative

$750.00

$800.00

$850.00

No Charge

No Charge

No Charge

Exhibitor (one complimentary registration per exhibit booth)

Railroad/Media/Government Personnel COMPLETE FORM AND RETURN WITH PAYMENT TO: The National Railroad Construction and Maintenance Association, 500 New Jersey Ave. NW, Ste. 400, Washington, D.C. 20001 Fax: 202-318-0867 • Phone: 202-715-1247

Name

[ ] Check enclosed (payable to NRC) [ ] Visa

[ ] MasterCard

(as it should appear on badge)

Credit Card Number

Company

Exp. Date:

Title

Cardholder’s Name (print)

E-mail

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Phone

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[ ] American Express

cv2 Code

Amount

F O R M

CANCELLATION POLICY: Attendee registration cancellations received on or before 12/15/13 will receive a full refund. Cancellations received after 12/15/13 and “No Shows” will be charged the full registration fee. Please note that on-site registrants must pay all fees at the time of registration by cash, check or credit card.

NOTE: All prior membership dues owed to NRC must be paid in full to register for the Conference as a member. Not a member? Join today by calling the NRC office at 202715-1247, visiting the NRC website at www.nrcma.org, or emailing info@nrcma.org.

HOTEL: For hotel reservations, call the JW Marriott Desert Springs at (877) 622-3140 or go to the following link to reserve online: https://resweb.passkey.com/go/nrcma2014.

When making your reservations by phone, be sure to mention that you are with the National Railroad Construction and Maintenance Association (NRC) Conference in order to receive the discounted room rate. The rate expires and our room block is opened for general sale on December 12, 2013, and we expect to sell out our block well before that, so be sure to make your room reservations as soon as possible.

NRC CHAIRMAN’S COLUMN

Coming down the home stretch

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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It has been another busy year for the railroad construction and maintenance industry. With 2014 right around the corner, our employees and co-workers are working hard to complete projects before the 2013 calendar year ends or winter weather shuts them down (for those of us not smart enough to live in the Sun Belt).

Speaking of shutdown, the government has re-opened and our work continues on Capitol Hill. The NRC and our member contractors continue to work with the shortline railroads to round up congressional co-sponsors of the 45G Short Line Railroad Rehabilitation Tax Credit. This program has produced proven results - it has allowed railroads to complete infrastructure work that otherwise would not have been done. This infrastructure provides quality, economical transportation services to industries and it’s a job-creating machine.

These jobs include the construction work done by the railroads and NRC member contractors and suppliers and the jobs at the industries served by the shortlines. The current tax credit is set to expire on December 31, 2013, and we need to get a huge number of co-sponsors to have our best chance of re-authorizing the credit for 2014 and beyond.

Please contact your members of Congress to thank them if they have already signed on, or ask them to become co-sponsors of the bill (H.R.721/S.411). You can find all the information you need on this issue at www. nrcma.org/ps.news.cfm?ID=1658.

In addition, I’d like to remind you all of the upcoming NRC Conference and NRC-REMSA Exhibition in Palm Desert, Calif. The speakers and events are lining up to make this conference the best one yet. The conference venue is the J.W. Marriott Desert Springs in Palm Desert, Calif. For the most up-to-date information on lodging for the 2014 NRC Conference, visit: www.nrcma.org/go/hotel. The conference begins with an opening session in the exhibit hall on Sunday, January 5, 2014, and will conclude with a closing reception on Wednesday evening, January 8. Registration is available at www. nrcma.org/form3.cfm and you can visit www. nrcma.org/go/conference for more information.

This year’s conference will feature more than 1,000 executives from the rail construction and maintenance industry, including 120-plus companies exhibiting at our biggest exhibition

yet. There is still booth space available. Visit www.nrcma.org/go/exhibition2014 to view pricing and reserve your booth.

The speaker lineup includes top engineering executives from Class 1 and shortline railroads, including CSX, Norfolk Southern, BNSF, Union Pacific, Canadian National, Canadian Pacific, Genesee & Wyoming, Watco, OmniTRAX and Florida East Coast Railway, as well as presentations from major light rail, commuter rail and passenger rail agencies, such as New York Metropolitan Transportation Authority, Los Angeles Metrolink, North County Transit District and the California High-Speed Rail Authority. You will be updated with the latest D.C. news affecting our industry from Keith Hartwell and a Wall Street perspective from Tony Hatch. To view a draft conference program, visit: www.nrcma.org/go/conferenceprogram. All of our speakers will provide ample time to field questions from inquiring minds.

Don’t be overwhelmed by the busy conference schedule though, we’ll still find time for plenty of networking activities, such as the golf outing on Tuesday afternoon, January 7.

Register for the 2014 NRC Golf Tournament at www.nrcma.org/form1.cfm.

Also, if your company is interested in a unique marketing opportunity, become a sponsor of the 2014 NRC Conference by going to www. nrcma.org/go/sponsor. Sessions, receptions, golf and general sponsorships are still available.

At the conference in January, we will proudly release NRC Safety DVDs 15 and 16, “How to Build a Turnout and Special Trackwork” and “Handling CWR.” John Zuspan of Track Guy Consultants continues to do an extraordinary job of leading this effort with key support from NRC Safety Committee members and hundreds of contractors and railroaders have told us that these safety DVDs are making a difference in the safety and productivity of their workforce.

Please contact NRC Operations Manager Ashley Bosch at 202-715-1247 or abosch@ nrcma.org with questions regarding the NRC Conference or see www.nrcma.org/go/ conference for more information.

Until next time, work safe and keep those around you working safe.

by Terry Benton, NRC Chairman

Railway Track & Structures

November 2013 11

NRC CHAIRMAN’S COLUMN

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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NRC CHAIRMAN’S COLUMN

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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Railway Track & Structures

November 2013 13

TTCI R&D Effects of heavy-axle-loads on the steel bridge at FAST

by Stephen Dick, PE, SE, Ph.D., principal investigator, TTCI; Robert Connor, Ph.D., associate professor of civil engineering, Purdue University; Duane Otter, PE, Ph.D., principal investigator, TTCI

TTCI presents an update of premium rail performance and rail life extension results from the eastern and western mega sites.

O

ngoing studies by Transpor tation Technology Center, Inc., of the twospan steel bridge at the Facility for Accelerated Service Testing (FAST) in Pueblo, Colo., provide railway bridge engineers with findings that help extend the life of existing railroad bridges. The spans are subjected to higher forces than would typically be experienced in revenue service.

The 101-year-old, 55.5-foot riveted girder span is providing results typical of an older span with evidence of years of corrosion. The 56-year-old, 65-foot welded girder span is providing results typical of more recent welded construction, with its fatiguesensitive details. Both spans are serving to test the performance of various repair techniques.

Figure 1: Steel bridge at FAST.

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November 2013

Past test results have shown the importance of reducing dynamic loads by removing rail joints.1,2,3 Current results indicate that corrugated rail can also produce high dynamic loads, resulting in a significant increase in fatigue damage. For operation of heavy-axle-load (HAL) traffic over bridges, test results support that the rail surface be maintained to be smooth and free of discontinuities in order to minimize dynamic loading on the structure.

Cracks in 65-foot welded girder span

In 2012, several new cracks were noted in the 65-foot welded girder span and rapid growth was noted in several existing cracks. Most significantly, a second major web and tension flange crack developed in the span just before the summer shutdown of FAST train operations. All cracks in the welded span appear to have initiated at weld details.

Figure 2 shows the second major web and tension flange eight-inch crack, which is very similar to the previous major web and tension flange crack that initiated in 1998.4 Both cracks appear to have initiated where a horizontal gusset plate from the bottom lateral bracing system is welded to the web of the girder at a vertical web stiffener location. The result is a small area with intersecting welds that is constrained from movement in all three directions.

The steel at this location is unable to yield or deform under load, resulting in a brittle crack initiation termed constraint-induced fracture (CIF), as reported by Connor et al.5 This www.rtands.com

phenomenon has resulted in significant failures of welded steel girders in at least three highway bridges.5,6 At the direction of the Association of American Railroads’ Bridge Technical Advisor y Group, a sample of the cracked gusset plate was cut out and sent to Purdue University for laboratory analysis. All of the other cracks noted in the same time frame were in secondary members including bracing, stiffeners and gusset plates. A variety of repairs were installed, using bolted splices and doublers as much as possible.

Performance of all of these repairs is being monitored.

Increased dynamic loads

Dynamic loads from corrugated rail and bolted rail joints cause a severe increase in the local stresses and strains of railroad bridges. One of the most effective ways to reduce the stress state in railroad bridges to carry HAL traffic is to maintain a smooth continuous rail surface across the bridge and the adjoining approach track. On the steel bridge at FAST, there has been strong correlation between presence of rail joints or corrugated rail on the bridge and crack initiation and growth. Under HAL traffic, there is less reserve capacity in the bridge to be able to withstand these additional loads, which result in the need for additional maintenance and repairs.

The cause of the increased rate of crack initiation and crack growth in each one of the secondary member cases is suspected to be corrugated running rail on the welded span of the steel bridge during the spring of 2012. For a couple of months before the second major crack was discovered, moderate corrugations were noted in each rail on the 65-foot span. Train traffic over the span was resulting in a great deal of noise from the bridge while the corrugated rail was in place.

Figure 3 shows tension flange strains near the center of the 65-foot welded girder span measured under the HAL train operating over the corrugated rail compared to smooth rail after grinding. The peak strains are about 10 percent higher. The effective stress range for fatigue is about 15 percent higher using a rainflow cycle counting calculation. This higher stress range www.rtands.com

results in about a 50 percent increase in fatigue accumulation per train pass under corrugated rail as compared to smooth rail.7

Testing of sample

The portion of the girder containing the fracture was sent to Purdue University for fractographic evaluation and material testing.

Based on the chemistr y testing results, the steel is representative of Amer ican S ocie ty of Te sting Materials A373, as shown on the original design plans. As expected, the steel for this bridge (produced in 1957) does not meet current Charpy V-Notch requirements for fracture critical members.7 Fractographic analysis was perfor med to identify the or ig in and cause of the fracture and to determine if crack growth occurred where the initial fracture arrested in the web and flange.

Examination revealed the crack surface showed evidence of fracture with an initiation in the region where the gusset plate terminated at the vertical stiffener. Figure 4 shows the opposite face of the fracture. Note the chevron pattern on the web indicating the general origin of the fracture, which is shown in the oval where the gusset plate and web intersect.

Laboratory testing, using the electron microscope, found no evidence of fatigue crack growth. This is the same location that similar CIF failures occurred in the Hoan, SR 422 and Diefenbaker bridges.5,6 In all three cases, the fractures were brittle cleavage fracture and no fatigue crack growth was observed.

Examination of the crack termination in the web also revealed that the crack extended in fatigue about 1/8- to 3/16-inch from the location where the brittle fracture arrested. The examination revealed relatively large striations, suggesting the stress ranges were high at the crack tip, as expected.

The very small amount of extension indicates the fracture was not present for very long before it was discovered.

Typical peak stress from the train at FAST is approximately eight ksi, while the typical stress range is approximately four ksi.

Because it is not entirely clear why

Figure 2: New eight-inch crack in web and tension flange of 65-foot welded girder span.

the fracture arrested in the flange or why the crack did not extend in fatigue in the flanges, the results in this span are not a reason to anticipate that other spans susceptible to CIF will act similarly.

Conclusions, future work

The 65-foot welded girder span in the FAST steel bridge has developed two significant cracks in the lower web and partially in the tension flange. Data recorded on the span just before the initiation of the second crack shows that cor r ugated rail resulted in increased dynamic loading in the span, which generated a significant increase in the resulting fatigue accumulation per train pass.

Detailed laboratory examination of the recent crack reveals that it is similar to cracks in highway bridges attributed to CIF. While the fracture in the second crack arrested, it is not known whether or not the crack was fully arrested or might have propagated further with additional train traffic.

In the short term, the welded span remains in ser vice at FAST and perfor mance of repair s is being monitored. Future plans call for replacement of the welded span with an older riveted girder span. The welded span might be available for further laboratory studies after removal from service at FAST.

Railway Track & Structures

November 2013 15

TTCI R&D

Figure 3, left: Increased bridge strains due to corrugated rail on FAST steel bridge.

Figure 4: Close-up photograph of fracture initiation location.

References 1. Akhtar, M., Otter, D. and Doe, B. October 2004. “Update: Cracks in the Welded Girders of the Steel Bridge at FAST.” Technology Digest TD-04-014, Association of American Railroads, Transportation Technology Center, Inc., Pueblo, Colo.

2. Otter, D., Akhtar, M., Doe, B. and Yoshino, D. September 2006.

“Crack Development and Growth in FAST Steel Bridge.” Proc. Annual AREMA Conference, Louisville, Ky. 3. Akhtar, M., Otter, D. and Doe, B. November 2007. “The Effects of Moveable Bridge Joint on the Fatigue Life of Welded Braces of Open Deck Steel Bridge at FAST.” Technology Digest TD-07-037, Association of American Railroads, Transportation Technology Center, Inc., Pueblo, Colo.

4. Otter, D., Oliva, D. and Joy, R. December 1998. “Cracks in Welded Girders of the FAST Bridge.” Technology Digest TD-98-030, Association of American Railroads, Transportation Technology Center, Inc., Pueblo, Colo.

5. Connor, R., Kaufman, E., Fisher, J. and Wright, W. March/April 2007. “Prevention and Mitigation Strategies to Address Recent Brittle Fractures in Steel Bridges.” Journal of Bridge Engineering, pp. 164–173.

6. Ellis, R. and Connor, R. June 2013. “Investigation and Repair of the Diefenbaker Bridge Fracture.” IBC Paper 13-20, Proc. 30th Annual International Bridge Conference, Pittsburgh, Pa. 7. American Railway Engineering Maintenance-of-Way Association.

2012. Manual for Railway Engineering, Lanham, Md. 16 Railway Track & Structures

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www.rtands.com

As technologies advance, manufacturers of switch machines and switch stands are keeping up to speed to provide railroads reliable switching equipment.

advances in switch machines and stands

GE’s Hydra Switch machine used in a rail yard.

by Jennifer Nunez, assistant editor

W

ith the Positive Train Control (PTC) deadline l o o m i n g , m a n u f a c t u r e r s o f sw i t c h s t a n d s and switch machines ready for the change by upgrading switch machinery technology and working with railroads to meet the 2015 mandate.

Alstom Signaling, Inc.

“Alstom Signaling, Inc.’s Rail Mounted Switch Circuit Controller (Model 7R) allows for the fastest industry mounting and ‘true’ point detection due to its rail clamping method,” noted Randy Brundridge, director, North American product sales. “Its tough design allows it to withstand the highest levels of vibration without contact chatter.”

The company says that unlike the larger conventional switch controllers, the 7R offers customers a unique advantage; the unit’s compact, sleek design enables easy mounting between standard tie spacing for simple installation and ample space for performing maintenance.

The GM4000A has been upgraded with new, more reliable point-detection-contacts for contact dependability in harsh environments and better vibration resistance without 18 Railway Track & Structures

November 2013

chatter. Additionally, the GM4000A has been revamped with a new, more reliable electronic controller, which has a higher resistance to vibration. A new controller power coupler has also been introduced to help reduce water ingress during flood conditions. The wire harness has been fitted with new automotive connectors that provide a more reliable pin interface, which also helps reduce water ingress.

The Model 6 yard machine is now available with an optional two-wire mode controller to facilitate operation in yards where only two-wire power cables exist. This feature saves the retrofit cost of expensive field copper cabling and allows users to upgrade their existing products to this machine.”

“The signaling market overall has remained stable in the current economy,” said Brundridge. “Metro and Commuter rail tend to be focused on state of good repair, while light rail is continuing to see new lines and extensions being built; freight is seeing a mix of both.”

Brundridge says that PTC continues to be a big focus for its customers and, as a result, is also a big focus for Alstom. On the wayside, a couple of key drivers for equipment upgrades are enabling devices to communicate wirelessly and enabling switch point detection and wireless www.rtands.com

communication of switch machine status in dark territory.

“Although there have not been any safety issues, we have seen inferior imitation or remanufactured parts that have caused customer product f ailures,” explained Br undr idge.

“Only true Alstom OEM parts can deliver quality dimensional and material assurances.”

Many rail properties are moving towards uncomplicated, modular switch machine designs to more easily acclimate a newer workforce, says Alstom and points out that the GM4000A has grown to be a popular choice among consultants and rail properties and credits its straightforward design and electrical and mechanical design flexibility.

Ansaldo STS

Ansaldo STS has introduced the Cycle Counter for all standard circuit controller machines, which allows the end user to maintain the machine on a basis of operation instead of over a period of time. An isolation module is now available, allowing the user to chain more machines together for one indication line instead of multiple lines.

A d d i t i o n a l l y, A n s a l d o S T S ’s Electronic Biased Neutral Controller (EBNC) provides the company’s Style M switch machines with new capabilities and reduces operating cost. With the EBNC, Style M switch machines can be operated with the use of a MicroLok II wayside control system, eliminating the need for external vital electromechanical relays, which in tur n reduces operating cost, the company notes and says t h e E B N C e x t e n d s t h e sw i t c h machine’s performance capabilities through direct overload protection based on time and current, which makes the Style M switch machine interchangeable with other switch machines without the need to change wiring or control logic.

“Ansaldo STS has seen a steady g r ow t h i n t h e sw i t c h m a c h i n e market due to the reliability and low total cost of ownership of the M23 and M3 switch machine families,” said Russ Glorioso, head of external communications-Americas. “Since freight railroads are investing to www.rtands.com

ensure they reach critical milestones with PTC implementation and transit agencies are under increasing cost pressure, Ansaldo STS has seen that the proven reliability of Style M switch machines has become a key driver in the eyes of customers.”

With the integration of PTC, there is an opportunity to record more information and detect possible failures before they happen, he says. Overall, it allows for a potential reduction in failures, increase in efficiency and maximization of safety, which Glorioso says it’s the company’s main goal.

Ansaldo STS has also developed the VitalNet™ Point Monitor for situations where hand throw switches must be monitored to meet the PTC mandate.

The VitalNet Point Monitor was developed as a solution that provides simple installations and flexible setups, helping to save customers money and eliminate the need for extra trackwork. Its small size allows it to be mounted directly to the stock rail and the design accommodates rail/point run. It monitors a switch’s position and interfaces with a wayside interface unit to communicate the switch position with compliance to PTC regulations.

Ansaldo STS offers a full-service refurbishment program; customers can also sell back any old Style M switch machine cores that are in their possession for a refurbished machine.

“Managing maintenance expenses is always an important priority and Ansaldo STS technicians can quickly identify the components that are wor n-out and replace them with our own new, factor y parts, thus, ensuring many more years of reliable performance,” he explained.

GE

GE has seen a sharp increase in demand for a version of the switch machine that moves the electronics to a weatherproof enclosure near the switch machine. This configuration was initially conceived as a way to increase the ease of maintenance, but it also allows tighter integration with yard automation electronics that were also located at the switch machine.

GE is seeing a demand from transits as they explore less expensive options to traditional switch machines for their Railway Track & Structures

November 2013 19

switch stands/machines

Alstom STS’ Model 6 switch machine in service at a customer location.

National Trackwork’s 1002RG yard switch stand.

yard operations in addition to interest from new markets around the globe as they look to gain efficiency in their mining and port operations.

“We’re hearing from our customers that improvements in their mainline operations are highlighting their yards as bottlenecks and I see the potential for PTC’s integration further reinforcing this thought,” said Casey Haddock, product manager. “Yard automation is a proven way to improve yard throughput and powered switch machines, like the Hydra Switch, have a long history as workhorses in all 20 Railway Track & Structures

levels of yard automation.”

He says customers are beginning to fully appreciate the flexibility that a dedicated yard switch machine offers and sees more diversity in the hardware configurations ordered and more requests to implement new features in software. With flexible hardware and software, GE is able to better tailor the product to each individual yard.

“In order to respond to the pointmachine market’s growing requests for innovative technology, we have upgraded the original design of our CTS2 in-tie switch machine to be

November 2013

easily compatible with extended and nar row gauge applications,” explained Francesco Traquandi, product manager.

Collaborations with several international customers, from Brazil to New Zealand, led to the integration of a new generation of seals and waterproof technologies that have strengthened one of CTS2’s previously peculiar features (e.g. IP67 certification).

The economic environment has reduced the overall requests for signaling and track equipment, but it has increased the investments on product trials and technical evaluations focused on innovative solutions designed to minimize the total cost of ownership of the future railroad infrastructure, he says.

“Several railroad companies are now led by a new generation of signaling managers and engineering leaders, so the level of interest on break-through solutions able to increase the safety and the availability has increased,” Traquandi explained. “As a result, our efforts to upgrade our portfolio have, as well.”

The typical installation procedure is critical for track possession, due to the complexity and the duration of the required steps. For this reason many customers are now looking at integrated solutions where the tur nout and the point machine are fully tested as a single item and they are completely or partially preassembled out-of-track, reducing the installation time at the moment of the commissioning, he notes.

“The compact layout of our CTS2 in-tie switch point machine fully complies with this new trend and the positive feedback received from rail operators who have adopted the new CTS2 confirms the values of our design features,” he said. www.rtands.com

switch stands/machines

National Trackwork

National Trackwork, Inc., a Minority Business Enterprise, recently introduced the 9955 Keeper Chain.

This device, which attaches to any switch stand, increases switch stand safety and security by safely locking the lever in the bracket to prevent gapping by an unsecured handle.

“Gapping in the points leads to derailments,” explained Robert Fiorio, vice president of sales and marketing.

“Quick and easy to install and use, this product is a low-cost way to significantly increase safe switching operations in all yards and sidings. It can be fitted to new National Trackwork switch stands or retro-fitted to any switch stands installed in the field.

National Trackwork offers new Mechanical Switchman and rebuilds old units to like-new specifications. The Mechanical Switchman takes the place of a connecting rod and eliminates the need to stop before entering a switch

www.rtands.com

and automatically closes the points after the train moves safely through.

The NT2000 Mechanical Switchman are extremely reliable, use no power, are quick and easy to install, maintain and adjust and has a low cost life cycle to automate switching operations, the company notes.

“The National Trackwork 1002RG switch stand is a rugged and reliable yard switch stand with a rectangular ergonomically-designed handle for safe and easy switching,” Fiorio explained.

“This handle effectively reduces and eliminates neck, back and shoulder injuries due to throwing these devices.

The1002RG switch stand uses an adjustable screw eye for quick and easy installation, maintenance and adjustment. Several target styles and color schemes are available per U.S. Department of Transportation standards and integral ‘Positive Lock’ footlatch and bracket system assures safe and secure switching operations.”

Another innovation from National Tr a c k wo r k i s i t s F l o o d G u a r d technology that is designed for safe and reliable switching performance in standing water. In tunnel or mining operations where water levels fluctuate greatly and flood conditions can occur, the Flood Guard technology keeps the mechanism high and dry for reliable performance and is available on all National Trackwork products.

National Trackwork also offers Model 1100 and 1500 electric and solar powered switch machines, which operate off a pushbutton from a remote control and on the machine itself. This machine uses all steel construction, standard connecting rod, standard spiking pattern, uses no hydraulics, installs quickly and easily with little maintenance, Fiorio says.

“Long service life and low initial investment keeps life-cycle costs low while performance is increased significantly,” he explained.

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switch stands/machines

RailComm

“We are constantly enhancing our automation platform, RailComm’s Domain Operations Controller (DOC ® ), with new features and improvements that benefit all of our customers who currently control their yard or mainline with DOC,” said Greg Fogarty, vice president of sales and marketing. “We are giving special focus to our hosted delivery program that allows our customers to reduce their capital investments and still benefit from all the DOC system has to offer for yard automation and mainline control.”

RailComm has invested in research and development to launch new products this year. One such product is the next generation controller platform, which the company has designed from the ground up. The platform is led by the new Expandable Automation Controller (EAC), which RailComm says, offers many improvements over its existing controllers.

“Railroads and transits invest in technology that will bring positive return to their business over time,” said Fogarty. “Our yard and mainline solutions offer a high retur n on investment to our customers and, therefore, the majority of our customers don’t hesitate utilizing their budgets to 22 Railway Track & Structures

acquire RailComm’s solutions.”

The entire industry has experienced great impact derived from the PTC mandate, he notes and points out that PTC presents both challenges and opportunities for the company. As RailComm builds new products and services, the company is making sure that it is possible to integrate with other technologies that railroads are investing in.

“We know that the railroad industry in North America will continue to grow in the coming years,” explained Fogar ty. “As demand continues to increase, railroads are faced with the challenge of keeping up with this volume. Thus, we see railroads investing in key technology that will allow them to increase capacity, efficiencies and productivity, such as yard automation, in an easy, affordable and scalable way.”

voestalpine Nortrak

S i n c e vo e s t a l p i n e N o r t r a k I n c. introduced the redesigned HY-100 Automater yard switch machine in 2012, along with the Buy Americacompliant HY-300 and HY-310 transit switch machines, the company has been concentrating on fine tuning those designs in 2013.

“We have completed development

November 2013

of an optional module for the HY-100 Automater that detects the rotation of the spindle driving the switch target,” explained Ken Ouelette, vice president technology, hytronics.

“This provides an electrical indication of the target position in cases where yard operations do not demand an independent point detector rod and switch circuit controller.”

Meanwhile, voestalpine Nortrak has been looking at rounding out its switch drive product line and expect to have news regarding this in 2014.

As for business, voestalpine Nortrak says it has experienced an increase in transit orders, while Class 1 demand remains very strong and on the transit side, there has been strong interest in Buy America machines.

“We are constantly striving to improve our safety performance, both as an employer and as a supplier of safety critical products,” Oulette said.

“The tragedy at Lac Mégantic this summer reminded us of the importance for critical processes to be regularly reviewed and explained to employees so that there can be no misunderstandings created or shortcuts taken. We have begun a review of the critical processes r e l at e d t o o u r sw i t c h m a c h i n e manufacturing unit and will be issuing standardized documentation that should simplify procedures and clearly identify the safety implications of each task. We expect that this approach will also improve product reliability.”

Oulette says that customers seem to be increasingly interested in open architectures that don’t tie them to individual suppliers and points to the company’s MiniLogger, since it is a railway approved logging device that monitors every throw of a switch machine and generates aler ts or alarms as plant conditions deteriorate over time. This allows railroads to predict and prevent f ailures before they cause train delays. The MiniLogger works across all brands and types of switch machines (electromechanical, electro-hydraulic, etc,) and also works with other types of signal equipment, such as track circuits (to prevent block failures or identify shunting issues), or switch heating devices. www.rtands.com

switch stands/machines

Opposite page, voestalpine Nortrak switch machine for transit use.

RailComm switch machine working in a yard.

Western-Cullen-Hayes

Western-Cullen-Hayes, Inc., continues to manufacture the Model WCHT-72 electro-hydraulic switch machine and sells the machine to all segments of the railroad market.

When it comes to PTC, WCH says that it doubts that it will have an impact on its switch machine business since the company’s machine is strictly a yard machine and not suitable for mainline application.

“The industry seems to be trending towards more wireless communication and this applies to switch machines, as well, noted Carl Pambianco, sales manager. “We have sold radio controlled machines to industries for years, but now that seems to be the control of choice across the market.”

www.rtands.com

Railway Track & Structures

November 2013 23

Improving Inspection of

Turnouts Developing technologies aim to enhance the accuracy and effectiveness of turnout inspection.

Figure 1a, top, shows an inspection of switch rail damage (U.K.). Figure 2b, shows gauge for inspection of switch rail damage (U.K.).

by Dr. Allan M. Zarembski, PE, FASME Hon. Mbr. AREMA, Research Professor and Director of Railroad Engineering Program, University of Delaware

I

nspection of railway systems in general, and of track and key track components in particular, has been the subject of new and innovative technology designed to more accurately monitor the condition of the track structure and its key components and provide timely and accurate information to the responsible maintenance-of-way officers. These new technologies represent significant research and implementation activities by government agencies, suppliers and the railroads themselves.

However, one area that has been lagging in the implementation of new inspection technology has been the area of turnouts and the key turnout components, such as switches, frogs and the switch mechanism. While other areas of the track structure use a combination of visual and automated inspection, as reflected by Federal Railroad Administration (FRA) and railroad track standards, turnouts still rely very heavily on visual walking inspections. This, likewise, is reflected in the turnout standards, which include key provisions that are qualitative rather than quantitative, such as FRA 213.135 (h), which addresses chipped or 24 Railway Track & Structures

worn switch points and states, “unusually chipped or worn switch points shall be repaired or replaced.”1 Since turnouts are a design “discontinuity” in the railroad track structure, representing a change not only in track geometry, but also in the stiffness of the track structure, high levels of force are generated as a vehicle negotiates the turnout. These high force levels result in rapid degradation of the turnout and its key components and in the worst case, derailments. Derailments in turnouts are a major derailment category representing more than 20 percent of the track caused derailments. Analysis of derailment cause severity by the University of Illinois2 ranked derailment causing turn-

November 2013

out component defects as follows.

1. Switch point - worn or broken 2. Other frog, switch and track appliance defects 3. Turnout frog - worn or broken 4. Switch connecting or operating rod broken or defective 5. Switch point - gap between switch point and stock rail This is consistent with a separate Transit Cooperative Research Program (TCRP) study,3, 4 which listed the following derailment causing turnout conditions.

• Wear/failure of stock rail • Failure of the switch mechanism • Improper adjustment of switch • Wear/failure of frog, wear/failure of the switch point www.rtands.com

Improving Turnout inspection

Rail Type

Measurement

Stock rail opposite a switch rail

Vertical wear Gauge side wear Gauge face angle Gauge corner radius

Switch rail

Gauge face angle Breaking or chipping Gauge corner radius

Stock + switch rails Figure 2, left, shows an inspection of switch rail damage/wear (SBB). Table 1 is a summary of potential measurements in the switch area.

Vertical height difference Lateral gap width Wheel contact point through switch point

Closure rails

Vertical wear Gage side wear

• Gap between switch point and stock rail These component/defect areas represent potential opportunity areas for improved inspection techniques and technologies, as well as improved standards.

This opportunity area of improved inspection of turnouts is currently being addressed at several levels by different research programs and studies.

At a fundamental level designed to support and improve current turnout inspection practice, a National Academy of Sciences IDEA Program1 sponsored project is looking at improved inspection tools that can be used to reduce wheel climb derailments at switch points. This project is looking at international inspection practices aimed at reducing the risk of wheel climb at switch points and the potential application of these practices for U.S. freight and passenger railways.

An example of such an improved inspection practice for track inspectors is shown in Figures 1 and 2, which show gauges used to measure switch point chipping and/or wear. Figure 1a and 1b show a gauge used in the U.K. on Network Rail and Figure 2 is a related gauge used in Switzerland by the Swiss Federal Railways (SBB).

Other manual gauges are used to look at wheel contact through the switch point, frog damage, etc.

However, since the movement in track inspection is towards automated inspection technolgies that complement the track inspector, several research programs are looking at using existing or emerging technologies to look at the turnout areas to include the different www.rtands.com

Gage face angle Guard rail

Guard flangeway gap width Relative height of guard rail

Frog nose and wing rail

Relative height of nose and wing rail Wear/Batter on Wing Rail Batter/damage to frog nose or wing rail Flangeway depth Flangeway width Surface damage: Batter, chipping Wheel contact through frog Wing rail profile (within field of view)

turnout parameters listed in Table 1.

One such research activity, funded by supplier Harsco Rail with support from Network Rail (U.K.) and the FRA’s BAA research program, led to the development of a new generation Automated Switch Inspection Vehicle (ASIV) for automated inspection of the rail portions of turnouts to include switch point, frog, stock rail and closure rails on both the open and closed sides of the switch.5, 6 The inspection vehicle uses a new generation high-speed rail profile measurement system to measure the switch and frog profiles and then analyzes these profiles using newly developed state-of-theart switch analysis software. The system inspects and analyzes the rail portions of all of the major component areas of the turnout to include the switch points, frog, stock rails (straight and curved) and closure rails (straight and curved). Thus,

key areas of the turnout are inspected to include such key safety parameters as the gap width between switch point and stock rail, vertical and side wear on the stock rail, relative height of the switch point and stock rail, gauge face angle and corner radius of the switch point, relative height and angle of the frog nose and wing rails, etc.

The high-sampling-rate profile acquisition system used in the ASIV collects sufficient rail profile data to develop three-dimensional (3-D) composite images of the turnout and its key components. These 3-D images, which are composite images made up of one-inch cross-sectional slices of the switch and frog sections, are then used to measure the key maintenance and safety parameters, compare these measured values to defined standards and identify defects as either red defects that exceed safety

1. National Academy of Sciences Transportation Safety Technology Project SAFETY-23 Reducing Wheel Climb at Switch Points to Reduce Derailments.

Railway Track & Structures

November 2013 25

Improving turnout inspection

Figure 3a, top left, shows a large switch point gap. Figure 3b, top right, shows chipped/broken switch point with real and 3-D views. Figure 3c shows damaged wing rail with real and 3-D views.

standards or yellow defects that exceed maintenance standards. This is illustrated in Figure 3a, 3b and 3c, which show several significant (red) defects identified by this automated system.

Another ongoing research program geared towards automated inspection of turnouts is based on machine vision and association image recognition software.

Machine vision systems are currently in use or under development for a variety of railroad inspection tasks. The University of Illinois at Urbana-Champaign (UIUC) is working on machine-vision research projects for turnout inspection (as well as inspection of other railway components) under the sponsorship of the various railroads, industry associations and government agencies.2 Such a machine vision system consists of a video acquisition system for recording digital images of track and customized algorithms to identify defects within the images. It is this image recognition software that separates the machine vision inspection systems from the simpler video recording systems, which require playback and manual (offsite) review of the recordings.

In the UIUC approach, turnouts are identified in track using algorithms to look for periodic components indicative of turnouts, such as frog bolts. Once the turnout area has been identified then inspection of components within the turnout takes place. Components currently being studied include switch rods, switch rod bolts, ties and switch points 26 Railway Track & Structures

with a focus on identifying chipping of the switch point as shown in Figure 4.7 Yet another approach to switch inspection (and monitoring) is one that is being addressed in Europe via in-track switch monitoring systems.8 This approach is somewhat different than the automated inspection technology discussed above, in that it uses instrumentation within the turnout to monitor key performance and safety parameters on an ongoing basis. These measurements include: --Monitoring of switch-stock rail contact area --Monitoring of open switch --Monitoring of switch operating rods and/or switch locking system --Monitoring of switch flangeway (between open switch point and stock rail) --Measurement of force needed for each switch operation --Monitoring of residual force in the switch (retaining force) --Monitoring of current and time needed for operation of switch (motor)

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--Monitoring of pressure in the switch machine --Monitoring of the position of the rods --Monitoring of impacts or strikes at the crossing point ( indicating wear on check or wing rail) --Monitoring of longitudinal force in rail - -Monitor ing of rail and ambient temperature While many of these technologies are still in the research, development or early implementation stages, they represent significant potential for complementing today’s visual and manual inspection process with automated technologies that provide accurate and complete information about the condition of the turnout.

References 1. U.S. Department of Transportation, Federal Railroad Administration, “Track Safety Standards Part 213,” CFR Title 49, October 2009.

2. Molina Camargo, L.F., Resendiz, E., Edwards, J.R., Hart, J.M., Barkan, C.P.L. and Ahuja, N. 2011. “Condition Monitoring of Railway Turnouts and Other Track Components Using www.rtands.com

Improving Turnout inspection Figure 4 shows detection and measurement of switch point using machine vision technology.

Machine Vision,” Proceedings of Transportation Research Board (TRB) 90th Annual Meeting.

Washington D.C., January 2011.

3. Zarembski, A. M., Holfeld, D. R. and Palese, J. W. “On the Derailment of Rail Vehicles Through Turnouts: A Review of Derailment Causes and Mechanisms.” American Railway Engineering Association Turnout Symposium, Chicago, Ill., August 1996.

4. Zarembski, A. M., Holfeld, D. R. and Palese, J. W. “Derailment of Transit Vehicles in Turnouts.” Transportation Research Board Annual Meeting, Washington, D.C., January, 1997.

5. Zarembski, A.M., Euston, T.L. and Palese, J.W. “Development, Implementation, and Validation of an Automated Turnout Inspection Vehicle.”

IHHA 2011, Calgary, Canada, June 2011.

6. Zarembski, A.M., Palese, J.W., Euston, T.L. and Scheiring, W.R. “Development and Implementation of Automated Switch Inspection Vehicle.” 2011 AREMA Annual Conference, Minneapolis, Minn., September 2011.

7. Hart, J.M., Camargo Molina, L.F., Resendiz,

www.rtands.com

E., Edwards, J.R., Ahuja, N. and Barkan, C.P.L. “Development of a Machine Vision System for the Inspection of Heavy-Haul Railway Turnout and Track Components.” Proceedings of the

International Heavy Haul Association Conference. Calgary, Canada, June 2011.

8. Ekberg, A. and Paulsson, B., INNOTRACK: Concluding Technical Report, UIC, 2010.

Railway Track & Structures

November 2013 27

Coordinating a project of this scope, size and time-frame requires ultimate cooperation between all parties involved.

engineering Chicago-St. Louis H

by Jennifer Nunez, assistant editor

T

he Illinois High-Speed Rail (HSR) project between Chicago, Ill., and St. Louis, Mo., is progressing right on schedule and currently wrapping up construction for the 2013 season. While the full project will not be complete until 2017, a significant portion of the work will be in place to support speeds of up to 110 mph over about 75 percent of the route by the end of 2015. The project will shave about an hour off travel time between Chicago and St. Louis, with about half of this savings in place by the end of 2015.

An endeavor of this magnitude, with a price tag of $1.6 billion, requires detailed schedules and planning to ensure all aspects run smoothly, safely and are completed on time. The overall program consists of a significant number of individual construction projects, each requiring environmental analysis, planning and design activities.

Overarching them all is coordination with many partner institutions and a strong public outreach program.

Project status, successes

Corridor improvements have been underway between the Joliet and the East St. Louis area since 2010 at the start of the project.

“We expect that by the end of 2015, infrastructure improvements will be in place to support speeds up to 110 mph on a significant portion of the segment between Joliet and Carlinville, Ill.,” said Joseph Shacter, director, Division of Public and Intermodal Transportation, Illinois Department of Transportation (IDOT). “Infrastructure improvements to support the remaining 110 mph service and other upgrades are expected to be in place by the end of 2017.”

Daily operation of higher speed Amtrak passenger service between Dwight and Pontiac began on November 22, 2012, 28 Railway Track & Structures

November 2013

and since that time, ridership on the Chicago - St. Louis corridor has increased by nearly 67,000 when compared with the same period a year ago, totaling nearly 627,000 passengers; an increase of 11 percent, which sets the stage to break the record of 675,295 set last year.

During the first three years of the program, improvements to the existing mainline were largely completed, including the installation of about 626,000 new concrete ties, spreading of 1.3 million tons of ballast and initial renewal of 235 crossing surfaces and approaches. Work has begun and continues on passing siding upgrades, limited extensions of double track, structural and drainage improvements, preparation for positive train control (PTC) installation and design of additional improvements including stations and related work.

With infrastructure improvements well underway, an updated fleet of rail cars and locomotives equipped to handle these higher speeds was next on the agenda.

A national request for proposals for new state-of-the-art passenger cars was released in April 2012 with the state of California taking the lead in a joint procurement including Illinois, California, Michigan and Missouri. Nippon Sharyo was awarded a $352-million contract in November 2012 for 130 rail cars.

In March 2013, IDOT was selected to lead a joint procurement between Illinois, California, Michigan, Missouri and Washington for 35 next-generation diesel locomotives. The request for proposals for the locomotives was released on August 8, 2013.

As for environmental concerns, a comprehensive Tier 1 Environmental Impact Statement (EIS) was completed and the Federal Railroad Administration issued a Record of Decision (ROD) in December 2012 for future work. www.rtands.com

Amtrak train on the Lincoln Service corridor in Odell, Ill. Photo courtesy of IDOT.

In the fall of 2013, additional Tier 2 environmental studies began to further evaluate portions of the corridor, including Chicago to Joliet, Alton to St. Louis and a flyover near Springfield, Ill. “The ROD identifies the preferred alignment for additional future passenger rail improvements between Chicago and St. Louis and presents the Federal Railroad Administration (FRA) decisions, determinations and findings on the proposed program, as evaluated as part of the Tier 1 EIS,” explained Shacter. “The signing of this document also positions the project to be ready for future federal funding to improve passenger rail speeds, frequencies and reliability.”

Scheduling challenges

s HSR

www.rtands.com

Shacter points to scheduling and coordination between agencies as the two most difficult challenges thus far for the Chicago – St. Louis HSR project.

“The use of American Recovery and Reinvestment Act funds and the expedited schedule required modification of a wide variety of

processes and practices by IDOT, Union Pacific and partner agencies,” he explained. “This included finding common ground on a wide range of institutional issues from engineering design to procurement to invoicing and others. Additionally, an extensive program of Tier 2 National Environmental Policy Act (NEPA) activities, driven by federal funding, has had a major impact on the schedule.

Projects were packaged based on construction and operating logistics, but also on the expected timeframe for NEPA completion for that package.”

Coordination with local agencies to reach consensus on highway/ rail crossing improvements has been extensive, he says and points to the quad gates with loop detection system, fencing and significant geometric improvements, which will result in unprecedented levels of grade-crossing safety on this corridor.

“Union Pacific, IDOT, Amtrak and the FRA worked diligently to develop an approach that meets legislated requirements for PTC, as

Railway Track & Structures

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chicago-St. Louis HSR

Top, Harsco Rail’s Track Renewal Train TRT-909 working hard to replace track for higher speed trains.Photo courtesy of IDOT. Trackwork completed for higher speed trains to travel over in Odell, Ill. Photo courtesy of IDOT.

well as grade-crossing activation,” he said. “This combines Interoperable Electronics Train Management System (as planned by most freight railroads) and the Incremental Train Control System (for crossings).”

30 Railway Track & Structures

Coordinating the team

The Chicago - St. Louis HSR team is comprised of professionals from IDOT and Program Management Consultant team, led by Parsons Brinckerhoff.

The team works closely with project

November 2013

par tner s from the FRA, Union Pacific, Amtrak, Illinois Commerce Commission, other host railroads on the corridor and many representatives from the communities and cities located along the corridor.

“Project planning is handled through the significant effor t of professionals skilled in a number of specialties, ranging from engineering, planning, environmental sciences and rail operations to finance and communications and a variety of others,” Shacter said.

In addition to the infrastructure improvements along the corridor, the program is also providing new or renovated station facilities and technology enhancements at Dwight, Po n t i a c , B l o o m i n g t o n - N o r m a l , Lincoln, Springfield, Carlinville and Alton stations. All of the station enhancements are expected to generate economic development and improve transportation connections in the corridor communities, Shacter notes. Construction of multimodal stations at Bloomington-Nor mal, Joliet and Alton include funding from other sources driven by the cities and the state.

Shacter points out that transportation improvements have been made possible with the support of Illinois Gov. Pat Quinn’s $31 billion Illinois Jobs Now! capital construction program, which includes $14 billion for transportation through 2015, including $400 million toward design and highspeed rail construction.

“Our investments in high-speed rail and transportation create jobs, foster economic development and promote economic growth, while moving people swiftly and safely across our state as people should expect in the 21st Centur y,” Gov. Quinn said in a statement. www.rtands.com

AREMA NEWS Professional Development Upcoming online seminars Introduction to corrugated HDPE Pipe design Presented by Shawn R. Coombs, PE and Joe Babcanec, PE Advanced Drainage Systems, Inc.

Message from the President

16 and counting

By Joe Smak

Joe Smak AREMA President 2013-2014

November 14, 2013 1:00p.m.-3:00p.m.

Eastern 120 minutes - two contact hours for PDH and CEU For additional information please contact Mandie Ennis at mennis@arema.org or visit www.arema.org.

Congratulations to Dimitrios Rizos for winning the 2013 Member-Get-AMember Campaign. The second place winner is Pasi Lautala and third place goes to Charles Stine.

Congratulations recruiters.

Look for more details regarding the 2014 campaign included with your renewal notices which were mailed last month.

Dimitrios Rizos, Ron Gagne, membership committee chair and Jim Carter, AREMA presidnet.

32 Railway Track & Structures

November 2013

There is a chill in the November air and it is a Saturday afternoon. It’s time for another football game between two college teams. Speaking of college teams, did you know that AREMA now has 16, count ‘em, 16 Student Chapters? This is fantastic news.

One of my goals this year is to continue to create more AREMA Student Chapters. I was able to help start the student chapter at my alma mater, Penn State. The railroad engineering program there has been revived by Professor Hai Huang and the interest and enthusiasm of the students is refreshing to see. The young ladies and gentlemen who make up these student chapters are the future of railroad engineering in North America. We need to do everything possible to introduce them to our industry and show them that our industry is healthy and strong. Their involvement in the student chapters will expose them to the many facets of railroad engineering. By their involvement in AREMA, they will be able to see how railroads use new technology to their advantage. They will be able to meet new people from the railroads, from the suppliers and manufacturers, from the construction contractors, from the consulting engineering firms, as well as a number of various people from other railroad disciplines. They will be able to set up their railroad network with a list of contacts from all around North America and possibly the world. I had the opportunity to talk to the students at the Penn State Altoona campus last December and I was very impressed with the level of railroad knowledge these students had, even though most of them were just starting the program as freshman and sophomores.

Recently, I was invited to speak at the University of Delaware’s Introduction to Railroad Engineering class. Dr. Allan Zarembski has resurrected Dr. Arnold Kerr’s railroad program at the University of Delaware, where Dr. Zarembski is research professor and director of the Railroad Engineering and Safety Program. Dave Staplin gave a presentation on high-speed railroad engineering and I spoke to the group about AREMA and how membership in the organization can help them in their career. The students were eager and receptive and the session went well. The questions they asked were inquisitive and their interest was very evident. I am working with Dr. Zarembski to start a student chapter at the University of Delaware and I look forward to great involvement at Delaware.

AREMA Committee 24 - Education and Training, is very active in its involvement with the student chapters. There is a “student” section on the AREMA website and it contains many resources for students to use. There are sections on student chapters, student resources, scholarships and the guest speaker flyer. If you are interested in sharing your railroad experience as a guest speaker with our young engineers, please contact Ashley Backhus at akbackhus@transystems.com.

The current AREMA Student Chapters include University of Alberta; Brigham Young University; University of British Columbia; University of Illinois – Urbana Champaign; University of Kentucky; University of Manitoba; Michigan Tech University; University of Continued on page 33 www.rtands.com

2013 - 2014 Upcoming Committee Meetings 2013 Nov. 18-20 Committee 37 - Signal Systems Omaha, NE Nov. 20-22 Committee 36 - Highway-Rail Grade Crossing

Warning Systems Omaha, NE 2014 Jan. 7 Committee 10 - Structures Maintenance & Construction Palm Desert, CA

Jan. 28-29 Jan. 30-31 Feb. 12-13 May 20-21 Aug. 13-14 Sept. 16-17

Committee 15 - Steel Structures Committee 8 - Concrete Structures & Foundations Committee 7 - Timber Structures Committee 15 - Steel Structures Committee 7 - Timber Structures Committee 15 - Steel Structures

Fort Myers, FL Captiva Island, FL Memphis, TN Eugene, OR Portland, OR New Orleans, LA

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

Continued from page 32 Nevada - Las Vegas; Oregon State University; Pennsylvania State University; Rose-Hulman Institute of Technology; University of South Carolina; University of Tennessee - Knoxville; University of Toledo, Virginia Tech and University of Wisconsin - Madison.

It is quite an impressive list and I hope to grow the list during my term. I urge all of you to get involved with the student program at AREMA. Reach out and contact one or more of the student chapters; their contact information is on the AREMA website. It is a rewarding experience.

Our young engineers are indeed our industry’s future. These ladies and gentlemen have much to contribute to today’s railroads and they will soon become the leaders of our industry. With our help and guidance, the railroad engineering discipline will strengthen, continuing to be the best in the world.

Be safe in all that you do.

FYI…

Letter ballots currently under review can be found in your committee’s section of the AREMA website at www.arema.org.

Call for papers Papers are now being accepted for the AREMA 2014 Annual Conference, September 28 - October 1, 2014 in Chicago, IL. The deadline to submit a paper is December 13, 2013. Please visit www.arema.org for more information and to submit a paper online.

Exhibit with AREMA in Chicago at the 2014 Annual Conference and Exposition being held September 28 - October 1, 2014. Please contact Christy Thomas at cthomas@arema.org to book your space today. For more information, including the live expo hall floor plan, please visit www.arema.org/meetings/2014/2014_expo.

Interested in sponsorship for the AREMA 2014 Annual Conference and Exposition? Please contact Lisa Hall at lhall@arema.org or 1.301.459.3200, ext. 705, for more information.

Check your e-mail. Did you happen to notice the latest news in the November/ December 2013 AREMA News eNewsletter?

Be sure to check your e-mail and get caught up with AREMA News. Every other month, AREMA will send out a new edition containing important information.

NOW available: 2014 Communications & Signals Manual of Recommended Practices.

Please visit www.arema.org or contact Beth Caruso at 1.301.459.3200, ext. 701, or bcaruso@arema.org to place an order the 2014 C&S Manual.

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

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

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

Railway Track & Structures

November 2013 33

AREMA NEWS

Committee 9 tours the Alaskan Way Viaduct Replacement Project in Seattle, Wash., June 20, 2013 One of the objectives of AREMA committees is to constantly explore new approaches in design and construction for various projects and their potential applications to the railroad industry.

The AREMA Committee 9 - Seismic Design for Railway Str uctures, has recently held their biannual committee meeting in Seattle, Wash., hosted by Sound Transit at their downtown Union Station offices. The committee members then went to the Alaskan Way Viaduct Replacement Project’s site visit in downtown Seattle.

In February 2001, a 6.8 magnitude ear thquake on the West Coast area near Seattle caused damages in the elevated portions of the viaduct, which suppor ts US99 traffic through the downtown Seattle area. The damages, together with the aging superstructure of the viaduct and the adjacent deteriorated seawall, called for some major reconstruction of the corridor in order to continue running traffic safely on the existing highway route west of the downtown area. Faced with such a situation, the Washington State Depar tment of Transpotation investigated into the different possible options to sustain the viability of keeping the second North-South route through downtown.

While it was possible to simply reconstruct the viaduct at its existing location, the city was keen on reclaiming the waterfront area for the public’s use.

Thus, after a lot of discussions, they settled on putting greater portions of the route underground – which is to put a tunnel under the heart of Seattle. The result is the $3.1-billion project to create this new route.

While it is most certainly not the first tunneling project in the Seattle‐Tacoma area, nor is this the world’s first ever tunneling project cutting under the downtown area of a major city, the tunnel boring machine (TBM), at 57.5 feet in diameter (roughly as tall as a five‐story building), is the world’s largest on this challenging project which happened in an area prone to fault zones. The seismic design of the bored tunnel used a dual‐level seismic design criteria approach with an upper level design earthquake (2,500 year average return period) to provide a Life Safety Performance Objective and a lower level design earthquake (108 year average return period) for an Operational Performance Objective. Fortunate for the project team, no major faults 34 Railway Track & Structures

November 2013

were discovered in the alignment of the proposed route.

Japanese firm Hitachi Zosen Corp. manufactured the machine for the design-build contractor. The excavated material will be transferred from conveyors to the port and shipped to various fill locations in the area, including the filling up of an old quarry. The project is going to be built

by Seattle Tunnel Partners joint venture of Dragados USA and Tutor Perini Corp. It is expected to be completed in late 2015.

To learn more about the latest proceedings within the committee, such as the upcoming revisions to Chapter 9 of the AREMA Manual of Railway Engineering and other future site visits, please contact Bob Matthews, bob.matthews@ aecom.com, chairman of Committee 9. www.rtands.com

Getting to know Amanda Stahlnecker Each month, AREMA features one of our committee chairs.

We are pleased to announce that the November featured chair is Amanda Stahlnecker, PE, chair of Committee 24 Education & Training.

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

Stahlnecker: With my father’s career at Union Pacific, the railroad has been a part of my life since I was born; but it wasn’t until college that I realized that is where I wanted to be with my career. My interests evolved from enjoying science and solving problems (grade school) to architecture (high school) to transportation engineering (college). After five internships in various transportation related areas (some railroad), I knew the railroad industry was where I wanted to be. It drew me in.

AREMA: How did you get started?

Stahlnecker: I would like to say it was my hard work and can-do attitude that got me my first internship after my freshman year of college in the industry that ignited my passion for the industry, but it was my network that really opened the door to the opportunity. From there, I did a lot of exploring in the transportation sector, but really found my home with railroads.

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

Stahlnecker: In 2002, I received a scholarship through AREMA and attended my first conference. It was such a great learning experience for me. I was exposed to all the different aspects of the industry and met people from all varying fields. At that time, I realized AREMA was a valuable asset to the industry. Within my first couple of years, I attended an Introduction to Practical Railway Engineering Seminar and met some of the committee members of Committee 24. Their enthusiasm and my passion to be an active member of the industry and help connect the industry to younger generations was the perfect combination for me to join the committee. I haven’t looked back since.

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

Stahlnecker: Above all, I like to spend time with friends and family. I also like to attend sporting events (baseball is my favorite) and performances, travel, learn new skills, ride my motorcycle, volunteer in the community, read, work on crafts (including painting, which I recently discovered an interest in), watch movies (science fiction, action, adventure, all my favorites) and spend time outdoors (camping, hiking, kayaking).

AREMA: Tell us about your family.

Stahlnecker: My parents are Alvah (Ace), who has 41 years of service with Union Pacific and Judy, a manager www.rtands.com

Amanda Stahlnecker, PE Chair, Committee 24 - Education & Training Rail Engineer, HDR, Inc.

of a middle school kitchen. They live in Omaha, Neb. My younger brother is a fourth generation namesake (Alvah) who lives in Dallas, Texas, with his wife (Meadow) of a year with their yellow lab, Levi. Most of my extended family resides in Nebraska, but I have relatives in various other parts of the U.S. I recently moved to Fort Worth, Texas, with my black lab retriever mix, Harley.

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

Stahlnecker: I enjoy sharing the railroad industry with children and adults. I have done countless presentations, some with railroad specific activities, with elementary through college students and even some professionals.

AREMA: What would you say is your biggest achievement?

Stahlnecker: My biggest achievement to date was being able to provide financial support to a young woman pursuing her education while honoring my father’s years of service in the rail industry by dedicating a scholarship in 2013 in his name. I am proud to be able to support a future woman in the industry like he has supported me.

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

Stahlnecker: The rail industry is just like any industry with a wide variety of areas and opportunities. Don’t be discouraged and turned off to the entire industry if you find something that doesn’t quite suit you. There are so many avenues you can pursue from consulting to working for a railroad.

Railway Track & Structures

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36 Railway Track & Structures

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www.rtands.com

www.rtands.com

Railway Track & Structures

November 2013 37

ATTENTION STUDENTS

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

Railway Memoirs by William G. Byers, PE

2013 Manual for Railway Engineering© There have been numerous updates to more than 5,000 pages of the Manual for Railway Engineering. The chapters are grouped into four general categories, each in a separate volume: • Track • Structures • Infrastructure & Passenger • Systems Management. The Manual is an annual publication, released every April. It is available in four-volume loose-leaf format, CD-ROM, revision set (loose-leaf only) and individual chapters (hard copy and downloadable formats). *NEW* Downloadable Chapters Now Available Online.

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

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

38 Railway Track & Structures

November 2013

NOW AVAILABLE

2014 Communications & Signals Manual of Recommended Practices© The Communications & Signals Manual is a manual of recommended practices written by AREMA technical committees in the interest of establishing uniformity, promoting safety or efficiency and economy. The Communications & Signals Manual of Recommended Practices is an annual publication. *NEW* Downloadable Sections Available Online.

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

2012 Portfolio of Trackwork Plans© The Portfolio of Trackwork Plans consists of plans and specifications that relate to the design, details, materials and workmanship for switches, frogs, turnouts and crossovers, crossings, rails and other special trackwork. This is a companion volume to the Manual for Railway Engineering.

The AREMA Scholarship Program is now accepting applications for the 20142015 academic year.

Application Deadline: December 14, 2013 The application deadline is earlier than years past to allow scholarship winners the option to apply their award to the Spring 2014 semester. Winners will be announced in January 2014.

Please visit www.aremafoundation.org to download the application.

Scholarship Application Questions? Please contact Stacy Spaulding at sspaulding@arema.org or +1.301.459.3200, ext. 706.

The AREMA Educational Foundation is a taxexempt, charitable organization established by the American Railway Engineering and Maintenance-of-Way Association (AREMA) to promote educational activities related to railway engineering. The foundation provides scholarships to engineering students who are specializing in the railway industry and supports other educational and training endeavors that help to ensure the future of the profession.

Contributions to the Foundation are tax deductible as charitable contributions from U.S. taxpayers to the extent allowed by law.

Contributions may also be deductible for Canadian taxpayers.

Please consult your tax advisor. The foundation is also able to accept corporate contributions, gifts and bequests. Visit www.aremafoundation.org to make an online donation.

www.rtands.com

CALENDAR NOVEMBER 10-12. ASLRRA Central Pacific Region Meeting.

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

12-13. Understanding and Complying with FRA 237 Bridge Safety Standards.University of WisconsinMadison. Philadelphia, Pa. Phone: 800-462-0876.

Fax: 800-442-4214. Website: http://epd.engr.wisc.edu/ emaP303.

19-20. Fundamentals Railway Train Control and Signaling. University of Wisconsin-Madison. Madison, Wis. Phone: 800-462-0876. Fax: 800-442-4214. Website: http://epd.engr.wisc.edu/emaN889.

DECEMBER 10-11. ASLRRA Track Safety Standards Training Seminar.

Four Points by Sheraton BWI Airport Hotel. Baltimore, Md. Contact: Tom Streicher. Phone: 202-628-4500. E-mail: tstreicher@aslrra.org. Website: www.aslrra.org.

JANUARY 2014 5-8. 2014 NRC Annual Conference & NRC/REMSA Exhibition. J.W. Marriott Desert Springs. Palm Desert, Calif. Contact: Ashley Bosch. Phone: 202-715-1247.

E-mail: abosch@nrcma.org. Website: www.nrcma.org.

FEBRUARY 2014 4-6. Introduction to Railroad Engineering and Operations. Crowne Plaza Jacksonville Airport.

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

Website: http://epdweb.engr.wisc.edu/Courses/Course. lasso?myCourseChoice=N893.

12-16. Transportation Research Board 93rd Annual Meeting. Connecticut Avenue Collection. Washington, D.C. Phone: 202-334-3504. Website: www.trb.org.

23-24. 10th Annual Southwestern Rail Conference.

Holiday Inn - SMU / Park Cities. Dallas, Texas. Website: http://tms.us/tra.html.

MAY 2014 5-7. Engineering Fundamentals of Rail Freight Terminals, Yards, and Intermodal Facilities. Hilton Chicago/Oak Lawn. Oak Lawn, Ill. Contact: Dave Peterson. Phone: 800-462-0876. E-mail: peterson@epd.engr.wisc.edu.

Website: http://epdweb.engr.wisc.edu/Courses/Course. lasso?myCourseChoice=N895.

MARCH 2014 13. Railroad Day on Capitol Hill. Renaissance Washington. Washington, D.C. Contact: Kathy Cassidy Phone: 202 585-3443. E-mail: kcassidy@aslrra.org.

Website: http://www.aslrra.org.

SEPTEMBER 2014 23-26. InnoTrans 2014. Messe Berlin Convention Center.

Berlin, Germany. Phone: +49(0)30 3038-2376. E-mail: innotrans@messe-berlin.de. Website: http://www. innotrans.de/. www.rtands.com

Railway Track & Structures

November 2013 39

PRODUCTS

Lockbolt

Alcoa Fastening Systems introduced its Huck 360 速 lockbolt for use in the track industry, which is designed to prevent transverse vibration and to be high-strength and low-maintenance. It fills the gap around the crest of the bolt, ensuring the thread flanks are locked and that the bolt remains in place for a consistent clamp, holding tight under high spike loads. The Huck 360速 is available in diameters of 3/8-inch to 1-3/8-inch and is capable of tensile strength up to 90,900 ft. lbf. This two-piece lockbolt was designed with shallow lownotch factor bolt threads to widen the effective fastener area by as much as 20 percent, leading to an increase in tensile and fatigue strength. The shallow thread form results in 27 percent less axial stress in the root.

The free-spinning nut of the Huck 360 is said to make installations faster and easier than traditional nuts and bolts, allowing for quick removal for areas where maintenance may be required and extends the intervals between maintenance. Phone: 254-751-5543.

Hard hat brim with shade

Ergodyne expanded its heat stress solutions to include the Chill-Its速 6660 Hard Hat Brim with Shade. The hard hat brim and shade fits around the outside of a hard hat, providing both sun and UV protection for the face and n e ck . T h e e l a s t i c inner rim design provides a universal fit for all hard hat styles and sizes. The brim has the ability to shield workers from harmful UV emissions and has a quick-drying 100 percent polyester fabric. It is said to be ideal for workers who are exposed to the sun and its harmful UV rays. Phone: 800-225-8238.

40 Railway Track & Structures

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www.rtands.com

Ad Index Company

Phone #

Fax#

e-mail address

Page #

AREMA Marketing Department

301-459-3200

301-459-8077

marketing@arema.org

Cover 3

Auto Truck Group

816-412-2131

816-412-2191

eschoenfeld@autotruck.com

6

Danella Rental Systems, Inc.

610-828-6200

610-828-2260

pbarents@danella.com

16

Harsco Track Technologies

803-822-7551

803-822-7521

mteeter@harsco.com

2

Herzog Railroad Services, Inc.

816-233-9002

816-233-7757

tfrancis@hrsi.com

19

Holland Co.

708-672-2300 ext. 382 708-672-0119

gpodgorski@hollandco.com

Cover 4

Hougen Manufacturing, Inc.

866-245-3745

800-309-3299

info@trak-star.com

23

Irwin Transportation

724-864-8900

724-864-0803

bspringer @Irwincar.com

8

L.B. Foster Co.

412-928-3506

412-928-3512

glippard@lbfoster.com

4

Neel Company, The

703-913-7858

703-913-7859

btemple@neelco.com

7

NRC

202-715-2920

202-318-0867 info@nrcma.org

10

800-476-8769

256-593-1249

29

RAILCET

866-724-5238

217-522-6588 grif1020@yahoo.com

21

Railway Educational Bureau, The

402-346-4300

402-346-1783

bbrundige@sb-reb.com

39, 40

412-298-0915

865-693-9162

ppietrandrea@unitracrail.com

307-778-8700

307-778-8777

gord.weatherly@voestalpine.com Cover 2

Progress Rail Services Corp.

Unitrac Railroad Materials, Inc. voestalpine Nortrak Inc.

info@progressrail.com

27

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

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

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

www.rtands.com

AK, AZ, CA, CO, IA, ID, IL, KS, MN, MO, MT, NE, NM, ND, NV, OR, SD, UT, WA, WI, WY, Canada -足AB, BC, MB, SK Heather Disabato (312) 683-5026 20 South Clark St. Fax: (312) 683-0131 Ste. 1910 Chicago, IL 60603 hdisabato@sbpub.com Australia, Austria, China, Germany, Hong Kong, India, Korea, Netherlands, New Zealand, Russia, Scandinavia, South Africa, Spain, Worldwide Recruitment Steven Barnes Suite K5 &K6 The Priory +44-1444-416375 Syresham Gardens Fax: +44-1444-458185 Haywards Heath, RH16 3LB United Kingdom sb@railjournal.co.uk

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

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

Japan Katsuhiro Ishii Ace Media Service, Inc. 12-6 4-Chome, +81-3-5691-3335 Nishiiko, Adachi-Ku Fax: +81-3-5691-3336 Tokyo 121-0824, Japan amskatsu@dream.com Classified, Professional & Employment Jeanine Acquart (212) 620-7211 55 Broad St., 26th Fl. Fax: (212) 633-1325 New York, NY 10014 jacquart@sbpub.com

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

Railway Track & Structures

November 2013 41

NEW & USED EQUIPMENT

Completely remanufactured and updated to new condition 6700 Switch Production Tamper.

Available January 2014.

Equipped with the following options:   

Version 7 Computer Curve Liner Automatic Workhead Surface Light Control in Cab

Nordco Equipment Services Arcola, Illinois (217) 268‐4823 x234 or Phil Brown (402) 203‐3902

Get the inside scoop on and off the track

Rail Brief: The Weekly RT&S E-mail Newsletter Subscribe at: www.rtands.com/RailBrief

42 Railway Track & Structures

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Professional Directory

WEED & BRUSH SPRAYING Specialized fleet of computer operated sprayers

Tree Trimming/Brush Cutting

Line Clearance-Hazardous Trees-Whole tree chipping

POLE LINE REMOVAL

A variety of on/off track removal equipment

Road Crossing Site Safety Maintenance Re-cut & Herbicide Programs 800.822.9246 www.merciers.com

Mercier’s

#9 115RE & 136RE AREMA Turnouts available for immediate delivery.

2 Santa Fe Drive – Denver Colorado 80223 – 720-355-0664 www.Specialtrackwork.com

Products and services NEW & USED EQUIPMENT

Brand newBrand Western or Freightliner hi rail newStar Western Star Grapple trucks for sale or rent or Freightliner hi rail

trucks for sale or rent Brand newGrapple Ford F350 hi rail pick-ups for sale or rent Brand new Ford F350 hi rail

2012 NRC SAFETY AWARD WINNER NEW & USED EQUIPMENT RAILWAY EQUIPMENT SERVICES, INC. www.railwayequipment services.net MOW Equipment – Lease & Sale Track Surfacing – Tamp & Reg Brushcutting – Dual side Kershaw Specialized Hauling – Low Boys with Rail 318-995-7006 or 318-469-7133 “A full service company with over 20 yrs exp!”

Manypickups used hifor rail trucks for sale sale or rent Andy Wiskerchen Contact (5) 2005 Ford F350 hi rail pickups for sale Omaha Track Equipment Contact Andy Wiskerchen for Pricing 715-570-8885 Omaha Track Equipment andy@omahatrack.com 715-570-8885 andy@omahatrackequipment.com

NEW & USED EQUIPMENT

RT&S Classified Section Jeanine Acquart 212-620-7211 jacquart@sbpub.com s r

www.rtands.com

r

TM

Railway Track & Structures

November 2013 43

NEW & USED EQUIPMENT

Some things never change. Quality, Service, and Dependability. Since 1910.

Hirail Crew Cab Grapple Truck

Rotary Dump

LEASE or BUY

Some things never change. Quality, Service, and Dependability. Since 1910.

Hirail Service/Maintainers Truck

Hirail Gradall w/opt.

Brush Cutter Crew Cab Boom Truck RAILROAD SERVICES

Est. 1910

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

Phone: 315-455-0100 • Fax: 315-455-6008 • Syracuse, NY • Please visit our website www.franktartaglia.com

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

RAILROAD SERVICES

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

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

EQUIPMENT FOR SHORT OR LONG TERM LEASE HARSCO TAMPERS 6700S Switch and Production Tampers - 2012, 2011, 2010 & 2009 3300 Chase Tampers 3000 Tampers w/Raise & Line or Chase Tampers 2012 thru 2006 2400 Tampers w/Raise & Line, 900 Tampers w/Jacks TIE INSERTERS/EXTRACTORS Nordco TRIPPs - 2012 thru 2005 TR-10s & TKOs 925 S/Ss and Standards KNOX KERSHAW REGULATORS, KRIBBER/ADZERS, TIE CRANES & PLATE BROOMS KBR-850-925-940 Ballast Regulators & Snow Fighters - 2012 - 2008 KTC - 1200 Tie Cranes - 2012 thru 2006 KKA-1000s Kribber/Adzers – 2009, 2008 & 2007 KPB-200 Plate Brooms NORDCO ANCHOR APPLICATORS, SPIKERS & GRABBERS Models E & F Anchor Machines Models CX and SS Spikers - 2012 thru 2006 Model SP2R Dual Grabbers – 2008, 2007 & 2006 RACINE DUAL ANCHOR SPREADERS, SQUEEZERS, TPIs, DUAL CLIP APPLICATORS, OTM RECLAIMERS AND ANCHOR APPLICATORS HI-RAIL CRANES & SPEEDSWINGS Pettibone Model 445E Speedswings w/Multiple Attachments Geismar 360 Hi-Rail Excavators with Cold Air Blowers Badger 30 Ton Cranes HI-RAIL ROTARY DUMPS, GRAPPLE TRUCKS & EXCAVATORS Gradall XL3300 Series III w/Digging Buckets & Brush cutters - 2012 Badger 1085R with Brush Cutter and Ditch Cleaning Bucket

Grapple Trucks Magnets & Self Propelled

Section Trucks Telescoping & Articulating Cranes

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

and many more truck configurations...

Track Maintenance Trucks

877-888-9370

ASPENEQUIPMENT.COM/RAIL

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RAILWAY TRACK AND STRUCTURES Classified & Professional Directory

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