RT&S November 2015

November 2015 | www.rtands.com

Switch stands, switch machines Keep everything on track

PLUS Engineering Innovations from the Past Year Industry News: PTC Extension; TIGER grants AND ALSO AREMA News p.28

Contents

RAILWAY TRACK AND STRUCTURES

November 2015

News

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Features

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Industry Today 5 Supplier News 8 People

The innovations of 2015 A trio of projects show where firstof-its-kind thinking is occurring in the rail industry. This is by no means a complete list, but it is definitely an interesting one.

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Switch stand and switch machine update Suppliers of switch stands and switch machines are focused on better designs for increased reliability and incorporating advanced technology.

ALSTOM

USDOT

Columns

26 Departments 14 TTCI R&D 28 Arema News 35 Products 36 Calendar 37 Advertisers Index

Keeping trains on the right track.

Story on page 26.

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On Track Infrastructure’s funding problem

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37 Sales Representatives 38 Classified Advertising 39 Professional Directory

NRC Chairman’s Column Happy Thanksgiving

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Railway Track & Structures

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On Track

RAILWAY TRACK AND STRUCTURES

Vol. 111, 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 Mary Conyers/Production Director Wendy Williams/Creative Director Maureen Cooney/Circulation Director Michelle Zolkos/Conference Director

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Infrastructure’s funding problem

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he recent announcement of award recipients for the seventh round of Transportation Investment Generating Economic Recovery (TIGER) grants set the spotlight on the wide-reaching impact rail infrastructure can have. What was most notable about the U.S. Department of Transportation’s (USDOT) announcement concerning the awards wasn’t that 39 projects across various transportation modes were awarded a share of the $500 million in available funds; it was that the department had received nearly 630 eligible applications requesting $10.1 billion; 20 times what was available.

“The transportation challenges we face are clear; the demand for projects is clear. The only thing that isn’t clear is whether we can muster the will to invest in those solutions,” U.S. Secretary of Transportation Anthony Foxx wrote in the USDOT’s Fast Lane blog.

There are efforts afoot to both increase the available TIGER funding for next year, as well as reduce it.

What may be available for a possible eighth round of the program is too hazy to predict.

A few days prior to the USDOT’s official TIGER awards announcement, Amtrak President and Chief Executive Officer Joe Boardman and a panel of industry experts spoke at the National Press Club to highlight the need to make infrastructure planning and investment a national priority.

The group discussed the nation’s infrastructure crisis, the growing problem of aging infrastructure and railway congestion and, most importantly, funding.

“Amtrak is doing what it can. But the root of the problem is lack of funding needed to address the congestion challenge that contributes to these delays,” said Boardman. “Persistent underinvestment leads to congestion – and the lack of investment threatens our national economy.”

Concerning the congestion issues surrounding New York City and Chicago, Boardman said finding solutions

wasn’t the problem; it’s funding them.

Clearly, there is both an interest and need for additional infrastructure funding, but no real solution to provide that funding. Various incarnations of an infrastructure bank have been introduced as a way to tap capital from the private sector for public projects and spread any possible risk. But there has yet to be a single version of this idea to really take off.

The funding issue is tough because the flip side of the argument isn’t that there is a lack of funds, it’s that those in charge of managing them aren’t doing a good job.

Angie Schmitt of Streetsblog USA wrote back in February of this year, “Throwing more money at the problem overlooks the fatal flaw in American transportation infrastructure policy: The system is set up to funnel the vast majority of spending through state departments of transportation and those agencies have an absolutely terrible track record when it comes to making smart long-term decisions...The sorry state of American transportation infrastructure is mainly the result of wasteful spending choices, not a lack of funding.”

I suppose the diplomatic answer lies somewhere between; we need additional funds, as well as reform of the management system. Whether it’s the right answer is yet to be seen. What’s clear is that the current approach being taken to address these public infrastructure problems isn’t working. The infrastructure crisis could be made worse.

Should an example from a private entity facing a similar situation be needed, just ask any seasoned railroader about the approach to capital improvements today compared to the 1970s.

Mischa Wanek-Libman, Editor

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INDUSTRY TODAY TIGER awards • $25M: City of Charlotte; North Carolina Department of Transportation – Charlotte Gateway Station Track and Safety Improvements Project • $20M: State of Maine – Maine Regional Railway Project • $18M: City of Buffalo, N.Y. – Main Street Multi-Modal Access and Revitalization Project • $16M: New Jersey Transit – NEC Portal Bridge Replacement Acceleration Project • $15.2M: City of La Junta, Colo. – Southwest Chief Route Advancement and Improvement Project • $15M: City of Tacoma, Wash. – Tacoma LINK Expansion • $15M: Arizona Department of Transportation – SR 347 Grade Separation • $14.2M: City of Milwaukee, Wis. – Milwaukee Streetcar’s Lakefront Line • $14M: Metra – Fox River Bridge Replacement Project • $12.3M: Oxnard Harbor District – Port of Hueneme Intermodal Improvement Project • $10M: San Diego Unified Port District – Tenth Avenue Marine Terminal Modernization Project • $10M: Ports of Indiana – Port of Indiana – Jeffersonville Truck-to-Rail and Rail-to-Water Improvements Project • $10M: City of Kalispell, Mont. – Glacier Rail Park/Kalispell Core Area Development and Trail Project • $10M: Minnesota Department of Transportation –Willmar Rail Connector and Industrial Access • $10M: Connecticut Department of Transportation – Barnum Station Project • $10M: Vermont Agency of Transportation – Western Vermont FreightPassenger Rail Project • $6M: South Dakota Department of Transportation – South Dakota Freight Capacity Expansion Project

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Rail projects to benefit from more than $230 million in 2015 TIGER awards Freight, passenger and intermodal rail projects, 17 projects in all, fared well in the seventh round of the Transportation Investment Generating Economic Recovery (TIGER) program. Of the $500 million available in grants for the 2015 program, projects specific to rail or with rail elements included in them were awarded $230.7 million, a bit more than 46 percent of the available funds.

The U.S. Department of Transportation (USDOT) said it received 627 eligible applications requesting $10.1 billion, 20 times the $500 million available for the program. The department says it focused on projects that improve safety, support innovation and connect communities to opportunity. USDOT was able to award the available funds to 39 capital projects in 33 states.

“Transportation is always about the future. If we’re just fixing today’s problems, we’ll fall further and further behind. We already know that a growing population and increasing freight traffic will require our system to do more,” said U.S. Transportation Secretary Anthony Foxx. “In this round of TIGER, we selected projects that focus on where the country’s transportation infrastructure needs to be in the future; ever safer, ever more innovative and ever more targeted to open the floodgates of opportunity across America.”

The awards, which are listed on the left, range from $25 million to the city of Charlotte and North Carolina Department of Transportation for the Charlotte Gateway Station Track and Safety Improvements project that will remove existing track infrastructure, construct bridge and retaining structures, install station tracks and install signals to facilitate the Charlotte Gateway Station to $6 million awarded to the South Dakota Department of Transportation (SDDOT) for the South Dakota Freight Capacity Expansion Project, which will allow the SDDOT to increase the capacity of the Rapid City, Pierre & Eastern Railroad by constructing a siding near Phillip, S.D., as well as replace approximately 10 miles of rail near Huron, S.D. Since 2009, the TIGER program has awarded $4.6 billion to 381 projects in all 50 states, the District of Columbia and Puerto Rico. Of the total numbers, 60 rail projects have been awarded more than $985 million in TIGER grants, which represents 21.4 percent of the available funding.

USDOT says demand for the program has been overwhelming; to date the department has received more than 6,700 applications requesting more than $134 billion for transportation projects across the country.

USDOT has entered a proposal that calls for more robust TIGER funding. However, what funds may be available for a possible 2016 round of the program is still uncertain.

“The transportation challenges we face are clear; the demand for projects is clear. The only thing that isn’t clear is whether we can muster the will to invest in those solutions,” said Secretary Foxx. “[US]DOT has a program that works for America. It’s TIGER.”

November 2015

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PTC implementation deadline extended three years to Dec. 31, 2018 With the flick of a pen, President Barack Obama signed legislation on Oct. 29 that granted railroads an extension to the Positive Train Control implementation deadline.

The “Surface Transportation Extension Act of 2015” was drawn up as a short-term surface transportation funding measure, but a three-year blanket extension to the PTC deadline was also included. Railroads have the option to seek a waiver that would allow an additional two years for PTC installation.

The bill quickly moved through Congress with the House of Representatives approving it by voice vote on Oct. 27 and the Senate doing the same on Oct. 28.

The rail industry had been clear that without a deadline extension, certain freight commodities and passenger operations would not be allowed to traverse the rail network, a move that would have idled the movement of

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millions of dollars in commodities, as well as stranded millions of passengers. The American Chemistry Council estimated that a onemonth shutdown of rail service would cost the U.S. economy $30 billion and would lead to approximately 700,000 lost jobs.

Edward R. Hamberger, AAR president and chief executive officer reiterated the rail industry’s commitment to following through with PTC installation and said, “The extension means freight and passenger railroads can continue moving forward with the ongoing development, installation, real-world testing and validation of this complex technology.”

“This legislation averts what would have been a catastrophic shutdown of railroad service while putting accountability provisions in place to ensure that implementation of [PTC] moves forward,” said Sen. John Thune (R-SD).

Supplier News California High-Speed Rail Authority Board of Directors awarded HNTB Corporation the project and construction management contract for Construction Package 4.

Chicago Transit Authority Board approved the award of a $180-million construction contract for the 95th Street Terminal to Paschen Milhouse Joint Venture IV. Texas Central Partners entered into an agreement with Dallas to Houston Constructors, a joint venture between

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INDUSTRY TODAY Supplier News Archer Western Construction and Ferrovial Agroman US Corp., that includes engineering and pre-construction work valued at $130 million for a high‐speed passenger train between North Texas and Houston.

Turner & Townsend, a program management and construction consultancy firm, has been selected to support a five-year project to modernize Metrolinx’s Regional Express Rail.

Wabtec Corporation acquired the assets of Track IQ, a manufacturer of wayside sensor systems for the global rail industry.

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Caltrain readies for two bridge replacement projects Caltrain is preparing to begin projects to replace two century-old bridges that no longer meet current seismic safety standards.

The Tilton Avenue Bridge in San Mateo, Calif., will be replaced on the weekend of Nov. 7. The bridge is one of four bridges that will be replaced as part of the San Mateo Bridges Replacement Project. Caltrain says the project will ensure that the aging bridges are safe and equipped to meet the region’s future transportation needs, including new electrified rail service and improved traffic flow on city streets.

The Tilton Avenue Bridge will be replaced with a single-span steel structure to comply with Federal and State seismic safety standards. Caltrain notes that the construction of the bridge, combined with updated vehicle clearance regulations, requires a more robust design that raises the height of the tracks. The new height of the bridges will require the construction of both a retaining wall and fence to support the raised berm, which necessitates the removal

November 2015

of vegetation along the Caltrain right-ofway. Caltrain anticipates completion of the San Mateo Bridges Replacement Project by October 2016.

In San Francisco, Caltrain will be removing the existing Quint Street Bridge and replacing it with a new berm. The new berm will be designed to allow for a potential Caltrain station to be located at Oakdale Avenue in the future.

In October, the city closed Quint Street between Newcomb and Jerrold Avenues so that Pacific Gas and Electric Company could relocate and replace an underground gas line near the project site. Work to replace the bridge will begin in early November and is expected to last six months.

The San Francisco County Transportation Authority’s Quint-Jerrold Connector Road project will follow the berm construction. The planned connector road will link Quint Street, just north of Oakdale Avenue, to Jerrold Avenue via a new road along the west side of the Caltrain tracks.

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INDUSTRY TODAY Work on new Portageville Bridge begins in Letchworth State Park

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norfolk southern

Norfolk Southern, the New York State Department of Transportation (NYSDOT) and the New York State Office of Parks, Recreation and Historic Preservation, alongside numerous other supporters, broke ground Oct. 28, 2015, on a new $70 million steel arch railroad bridge in Letchworth State Park.

Construction of the new 900-foot single-track bridge is expected to take about three years to complete. The new bridge will span the Genesee River Gorge and will be located about 75 feet south of the current iron truss bridge.

NS also will construct 1,200 feet of new track on either side of the gorge to align existing tracks with the new bridge.

The Erie Railroad built the current wrought-iron bridge in 1875 and, while it has served several railroad owners from the Erie Lackawanna Railroad to Conrail, its current condition can no longer efficiently handle modern-day freight rail transportation. Currently, Norfolk Southern must slow freight trains crossing the bridge to 10 mph and freight car weights must be reduced 13,000 pounds below the industry standard.

The current bridge will remain open during construction of the new arch bridge and then be dismantled.

When completed, the railroad says the new bridge will be the linchpin of a vibrant Norfolk Southern rail line that helps businesses in Buffalo and

A rendering from Norfolk Southern shows what the new Portageville Bridge over the Genessee River Gorge will look like.

the Southern Tier regions connect with markets east and west. Among the New York-based entities to benefit from the new bridge will be 10 shortline railroads that serve local businesses and connect them to the Norfolk Southern network.

The budget for the bridge project includes $3 million in design costs and $2.5 million in construction costs from the NYSDOT; a $2 million grant from the Finger Lakes Regional Economic Development Council and a $10 mil-

lion grant from the U.S. Federal Highway Administration. Norfolk Southern will contribute the balance.

“This successful public-private partnership underscores the strong confidence we all have in the ongoing potential of the Southern Tier,” said James A. Squires, Norfolk Southern chairman, president and chief executive officer. “[NS] has a robust bridge program...We expect this project will start a new rail legacy for Letchworth State Park and the Southern Tier.”

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INDUSTRY TODAY GCT starts Deltaport project; approved for ExpressRail facility Global Container Terminals (GCT) Canada broke ground on its GCT Deltaport Intermodal Yard Reconfiguration Project in October. GCT Canada says this expansion provides private sector investment and ensures projected carrier rail demand is met for the Canadian and U.S. markets, without any impact to local road traffic.

As a ship-to-rail terminal, rail handling capacity will increase by more than 50 percent. GCT Canada’s U.S. import rail volumes grew by 35 percent per annum from 2009-14.

The company’s U.S. leg, GCT USA, received approval of an agreement from the Port Authority of New York and New Jersey (PANYNJ) Board of Commissioners that will allow construction to proceed on a major ship-to-rail facility adjacent to GCT Bayonne.

GCT USA would design and build the ExpressRail Port Jersey facility. The company would then be reimbursed up to $56 million to cover the cost of construction. The project, as with other ExpressRail projects in the harbor, is contingent on continued funding provided by the Cargo Facility Charge.

With the completion of the ExpressRail facility in 2018, PANYNJ would complete a $600-million initiative to provide direct rail access at all its major maritime terminals.

PEOPLE

Canadian pacific appointed Jeffrey Ellis to chief legal officer and corporate secretary, effective December 1, 2015, replacing Paul Guthrie, who will retire in the first quarter of 2016.

Georgetown Rail Equipment Company promoted current Vice President Engineering Greg Grissom to chief operating officer/executive vice president customer delivery.

Charles Machine Works appointed Kevin Smith as HammerHead® Trenchless Equipment president.

Gannett Fleming Transit & Rail Systems hired Andrew Gillespie, PE, as vice president of the Transit and Rail Systems division and director of special projects GE Transportation appointed Jamie Miller president and chief executive officer, succeeding Ru s s e l l S t o k e s , w h o w i l l l e a d GE ’s E n e r g y Management business.

Harsco Rail appointed Andre Schoen to vice president for international regions.

The League of Railway Industry Women elected Jodi Heldt, a 20-year customer service veteran with railcar maintenance equipment manufacturer Whiting Corp., as president.

Moley Magnetics, Inc.. hired Josh Quant as its northeast territory sales manager.

North Carolina Railroad Company named Anna Moore vice president economic development and Megen Hoenk director of corporate communications.

Mike Wiley, general manager and chief executive officer of Sacramento Regional Transit District, plans to retire following a 38-year career and will transition from the chief executive position to a supporting role.

San Mateo County Transit District appointed Michelle Bouchard to chief operating officer of rail and Seamus Murphy to chief communications officer.

Southeastern Pennsylvania Transportation Authority promoted Richard Burnfield to deputy general manager.

Union Pacific promoted Wes Lujan to vice president public affairs for the western region and Lisa Stark to assistant vice president public affairs for Illinois, Minnesota and Wisconsin.

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NRC CHAIRMAN’S COLUMN Happy Thanksgiving

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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We have worked hard all year and will celebrate Thanksgiving soon; it’s time to look back on our accomplishments for 2015. We have all seen another good year for the rail industry. There have been many new projects that started and, in some cases, finished in the course of the year. Some did well, some not as well, but we learned something from each of them. We learn new things every day and become better at what we do along the way. I would like to wish all of our member companies a safe and happy Thanksgiving holiday. Enjoy some down time with your family and friends; relax, have some fun and be careful.

The NRC would like to thank all the applicants that entered our scholarship contest this year.

The NRC offers these scholarships in memoriam of Vinnie Vaccarello (former NRC Board member and co-president of All Railroad Services Corp.) and Patsy Crisafi (former NRC Safety Committee member and executive vice president of Roadway Worker Training, Inc). These two men were industry leaders whose lives were cut short when they were killed in a small plane crash traveling between projects in 2012. The NRC initiated this program in 2013 and participation has increased each year since its inception. A total of 42 students entered the contest this year, almost twice the number of applicants as last year, for a chance to win a tuition scholarship offered by the NRC. The program offers three scholarships that are eligible to a child or grandchild of any employee of an NRC member company.

The NRC currently has more than 400 member companies within our ranks. As the NRC grows, the list of eligible candidates is growing, as well.

This year’s applicants were required to write an essay on the following: Tell us how an employee of a rail contractor, supplier or service company has affected your life and how that person has inspired you to take on future endeavors? The essays we received were very well thought out and well written by all applicants. The challenge for the NRC Scholarship Committee in making their selections was tough. We congratulate our 2015 winners and wish to encourage all NRC member companies to sponsor at least one applicant next year for this program – let’s give our judges 400 applications to sort through. The rail industry needs the talent that these young people have to offer.

I’m very pleased to announce the following winners of the NRC Scholarship awards for 2015: • Laura Isdahl; NRC sponsor: Loram Maintenance of Way, Inc.; 1st Place Winner - $8,000 • Jack Taylor; NRC sponsor: Modern Railway Systems; 2nd Place Winner - $4,000 • Derrick Horvath; NRC sponsor: Whitmore Rail, Inc.; 3rd Place Winner - $2,000 I would like to send out a special thank you to

the NRC Scholarship Committee for the time spent receiving and evaluating the applications this year, great job folks. This committee is chaired by Steve Bolte, vice president business development Danella Rental Systems and includes Charley Chambers with Hanson Professional Services, Joe Daloisio of Railroad Construction Company, Scott Goehri with HDR Engineering, Daniel Stout from STX Railroad Construction Services and Mischa WanekLibman, RT&S/Railway Age. Thank you all for your time, efforts and continued support of this great NRC program.

Safety continues to be the top priority for all of us in the rail industry. NRC Safety Committee member, John Zuspan, president of Track Guy Consultants, is right now working on creating the templates that NRC will make available for our members to meet the requirement of the FRA Part 243 Minimum Training Standards rule, after they are accepted and approved for use by the FRA. The RSAC Track Standards and Rail Integrity Working Groups have their next meetings scheduled for November 19 and 20. Darwin Isdahl with Loram will be representing the NRC at these meetings.

As of this writing, the deadline for the installation of PTC has still not been adjusted and, the clock is ticking. We know that more time is needed by most railroads in order to be compliant with this law and the consequences of the partial rail shutdown that would take if the deadline is not extended are not acceptable.

The NRC sent a notice out on October 13 to all NRC member companies reminding them of the annual safety awards contest. Safety committee members will be splitting up the list of member companies and making calls to encourage everyone to participate in this year’s contest. Contest winners will be announced at our conference in January. We hope to see even more of our 400 member companies get involved in this contest. As we all know, safety in our industry is paramount and a driving force behind what we do day in and day out. And safety awards look very good on a company’s resume.

The NRC will release our next two safety training DVD’s in January, as well. Training video #19 details the proper way to conduct a job briefing and #20, our 10-year-anniversary DVD, includes pieces and highlights from our first 19 videos; it also includes interviews held with representatives from some of our member companies getting their personal take on how safety has evolved during their time in the rail industry.

Finally, don’t forget to register and make travel plans now for the NRC 2016 conference at the Hotel del Coronado in San Diego, Calif., January 6-9. To register, go to www.nrcma.org/2016nrcconference.

Have a safe day.

by Bill Dorris, NRC Chairman Railway Track & Structures

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TTCI R&D Development and evaluation of a steering switch under heavyaxle-loads at FAST

by David D. Davis, senior scientist, Xinggao Shu, principal investigator II and Rafael Jimenez, senior engineer I, TTCI.

Scientist research and evaluate a turnout switch with hopes of lower wear and track geometry degradation.

T

ransportation Technology Center, Inc. (TTCI), has developed a switch alignment design intended to improve the performance of frequently-used mainline turnouts. After two years of evaluation at the Federal Railroad Administration’s Facility for Accelerated Service Testing (FAST) High Tonnage Loop Figure 1: Split switch schematic drawing.

(HTL), a No. 20 turnout with a prototype steered switch has reduced maximum lateral forces and accelerations by about 10 to 20 percent as compared to the same turnout with a typical alignment. This should result in lower wear and track geometry degradation. However, the diverging stock rail has more wear and deformation than typical.

Further testing is needed to determine if this is due to the switch alignment or other factors.

Introduction

Split switches have served the North Amer ican freight and passenger railroads well for many years. The standard split switch used today has two moveable switch rails (or points) that are inside the fixed rails (or stock rails) and are connected to each other. Figure 1 shows a schematic of a split switch.

Failure modes of current switch designs were analyzed to determine ways to improve their performance. 1 This analysis was used to guide research and development for the Strateg ic Research Initiative on Special Trackwork, which reviewed the performance records of the existing 14 Railway Track & Structures

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Figure 2, top: Presteered switch (showing both mainline and branch line switch points closed).

Figure 3: AOA comparison between a presteered switch and a conventional switch (empty car).

split switch designs. Switch-related accidents are typically the third leading cause of track-caused derailments.

The review showed four of the top five causes of failure are related to the split switch configuration and the knife edge switch points it utilizes. The thin section of the switch point is susceptible to breakage from vertical loading and torsion bending. The removal of most of the foot of the switch point near the point of switch facilitates twisting under the applied loading. This can result in the failure modes, such as switch point chipping, that are commonly seen. Metal flow from the stock rail can make contact with the switch point problematic, as a narrow band of contact is likely to develop near the top of the switch point. Differential movement of the two components under loading makes the design of the contact surfaces more difficult. These conditions can result in overloading of the switch point and stock rail in the same locations, resulting in cracked and broken switch points, track surface defects near the point of switch, switches that do not close properly and worn switch points that increase the likelihood of a wheel climb.

Potential solutions

TTCI researched obsolete switch designs and potential modifications to currently used designs and two categories of solutions were identified. One category applies only to switches with low traffic volume, low speed (i.e., less than one percent and 10 mph) diverging operations, which is not discussed in this article.2 This article describes possible designs for the second category of solutions, which applies to switches with more diverging traffic or higher speed diverging traffic.

Presteered switch design

The idea behind the presteered switch is to steer the wheelset away from the most vulnerable part of the switch point, thus, lowering the risk of a switch failure. The start of the switch point is separated from the alignment point of switch (i.e., the location where the diverging route begins to deviate from the main route). By manipulating alignment, gauge and running surface profiles ahead of the point of switch, wheelsets may be positioned to minimize the most severe contact with the switch point. Each axle is presteered to a negative angle-of-attack (AOA), so the wheel runs away laterally from the switch point. There are two benefits for this design: • It reduces the AOA from the start of the switch point — lower AOA means lower lateral force.

• The wheel contacts the switch rail on the thicker part of the blade and causes less damage on the switch point.

The Kinematic Gauge Optimization – KGO ® (registered trademark of voestalpine BWG) design also steers www.rtands.com

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TTCI R&D Figure 4,top: Lateral displacement comparison between a presteered switch and a conventional switch (empty car).

Figure 5, middle: Lateral force comparison between a presteered switch and a conventional switch (empty car).

Figure 6: Lateral force comparison between a presteered switch and a conventional switch (loaded car).

Figure 7, opposite page, top: Measured maximum lateral force versus speed for conventional and steered switch turnouts facing point, diverging moves.

Figure 8, opposite page: Measured maximum lateral force versus speed for conventional and steered switch turnouts facing point, diverging moves.

vehicles through the diverging side of the switch by manipulating track gauge. TTCI’s design differs from the conventional switch design by extending the switch points beyond the point of switch. This will provide a more robust switch for heavy-axleload applications. The new design will accommodate a wider range of wheel profiles.

Figure 2 shows the presteered switch design layout (shown as a right hand switch) and its differences compared to the conventional switch design. The wheelset is presteered through the contact on the extended switch blade (A-D) on the left rail before it enters the switch point where the diverging alignment entry angle starts. The maximum distance increase between the left and right stock rail is 1.25 inches. The additional space between stock rails gives more room to design a thicker switch blade. The additional thickness can be apportioned between the two switch points, depending on the proportion of diverging traffic. In the case modelled, the thickness on the diverging switch point is increased by 1.25 inches to allow more material to wear than the conventional switch.

Thus, track gauge is nominal on the 16 Railway Track & Structures

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TTCI R&D diverging route and 0.625 inch wide on the mainline route. The extended blade (A-D) is approximately four to five feet long for speeds up to 45 mph. Its length (A-D) and thickness slopes (A-B and B-C) depend on the running speed.

Switch simulations

A series of dynamic simulations was conducted using TTCI’s dynamic vehicle modeling program NUCARS® to develop the presteered switch alignment. These simulations used an empty (63,000 pounds gross rail load (GRL) and a loaded (263,000 pounds GRL) coal hopper car traveling at 40 mph over a No. 20 turnout. Figure 3 shows the wheelset was steered to a negative AOA before it entered the switch point, D, (see Figure 2). This negative AOA is seen at distances 28-30 feet in the figure. The point of switch occurs at a distance of 30 feet.

This negative AOA means the leading edge of the wheel is pointing toward the center of the track. The flange is likely not making contact with the rail on this leading edge.

Cor respondingly, the wheelset moves laterally toward the right rail (away from the diverging switch point), as Figure 4 shows. This will likely keep loads off the switch point for a greater distance on facing point moves. The expected effect of these changes is extension of service life by reduction of early switch point chipping failures.

Figures 5 and 6 compare the predicted dynamic lateral forces generated by an empty and a loaded coal hopper car in f acing point diverging moves across a No. 20 switch.

The variables in the simulation are the switch alignment (base case AREMA versus presteered) and the wheel tread profile (new wheel versus 0.12 inch [three millimeter] hollow-worn wheel).

Figures 5 and 6 show: • The new wheel’s first lateral impacts (occurring on the thinner part of the blade) on the presteered switch are reduced by 28 and 18 percent for a loaded and empty car, respectively, compared to the conventional switch.

• The hollow-tread profile wheel’s (0.12 inch or three millimeter hollow) first lateral impacts on the presteered switch are reduced by five www.rtands.com

and nine percent for a loaded car and an empty car, respectively, compared to the conventional switch.

• The hollow-worn wheel’s first lateral impact occurs on the thick blade of the presteered switch instead of the thin part of the conventional switch because of better steering performance.

Field test results

In 2013, TTCI installed a prototype switch in the FAST HTL. The prototype switch has most of the

features of the presteered switch design described above. However, the extended length of the switch points (in front of the point of switch) was shortened. As a result, the transitions in track gauge were made more abrupt.

These changes were done for cost and manufacturability reasons. For these reasons, the prototype will be referred to as the steered switch in this article.

Note that the expected performance improvement from the prototype steered switch is expected to be less than the theoretical presteered switch.

Railway Track & Structures

November 2015 17

TTCI R&D

Figure 9: Diverging stock rail wear and running surface fatigue on prototype steered switch.

The prototype steered switch has been in track for 174 mgt of traffic of which 42 mgt (24 percent) has been diverging traffic. In general, the turnout has performed well. There is a maximum lateral force reduction in facing point moves of about 12 percent at 40 mph. Figure 7 shows lateral forces versus speed for the original alignment and for the steered switch. Note that there is considerable variability in performance for the same train operating over the turnout in the same day. This is seen in the original alignment turnout at 38 mgt and in the steered switch measurements taken at 57.5 and 57.9 mgt.

In trailing point moves, the steering switch is not lowering the maximum lateral force in comparison to the original alignment. Figure 8 shows a plot of maximum lateral force versus speed for the two switch alignments.

Again, variability in performance is seen in the steering switch. The performance measured in March 2015 (at 57.5 mgt) is much better than that measured at any other tonnage.

An investigation as to why the switch has such variability is under way.

Seasonal effects, especially temperature and its effects on track gauge, are being investigated. The wheel load data will be further analyzed to look at 99th and 18 Railway Track & Structures

95th percentile values, rather than just maximum values. This should produce results that are less subject to random variations associated with train dynamics.

Prototype switch wear

The prototype steered switch had some early degradation issues related to track gauge and stock rail wear. Track gauge on the diverging route has been tight near the heel of the switch. The crossties in this area skewed and is likely the cause of the tight gauge.

The diverging stock rail has metal flow and rolling contact fatigue in the location where both stock rails are located wider than the theoretical alignment calls for (to allow for a wider switch point and to facilitate wheelset steering). Degradation of this stock rail is more rapid than experienced under conventional switch operations at FAST. Figure 9 shows the stock rail.

Measurements and observations will continue in order to determine the root cause and potential remedies for the stock rail degradation.

Conclusions

T h e p r e s t e e r e d sw i t c h h a s t h e following advantages compared to a conventional switch: • It is expected to reduce the maximum lateral impact force by

November 2015

28 and 18 percent for a loaded and empty car with new wheels, respectively, at speeds up to 40 mph.

• It is expected to reduce the maximum lateral impact force by five and nine percent for a loaded and empty car with hollow-worn wheels, respectively, at speeds up to 40 mph.

• It has a thicker blade where the maximum lateral impact occurs.

Prototype steered switch testing under heavy-axle-loads has shown some performance benefits with about 12 percent lower maximum lateral forces in facing point moves. The steered switch point wore less (60 mgt so far) than that of the tradition switch, which was changed out at 38 mgt due to test reasons but with switch point chipping.

Future work

Longer-term testing of the prototype will be conducted to determine lifecycle performance and resolve the following issues: • Lack of performance improvement for trailing point, diverging moves.

• Excessive stock rail wear on the diverging route.

• The role of tight gauge (measured at the heel of the switch) in the performance of the switch to date.

Test results will be used to further refine the design.

References 1. Davis, D., Terrill, V. and Mesnick, D. July 2002. “Railroad Switch Design and Failure Mode Analysis,” Technology Digest TD-02015, Association of American Railroads, Transportation Technology Center, Inc., Pueblo, Colo.

2. Davis, D. and Akhtar, M. May 2010.

“Development of a Vertical Switch Design,” Technology Digest TD-10-014, Association of Amer ican Railroads, Transpor tation Technology Center, Inc., Pueblo, Colo. www.rtands.com

A highlight of various sectors of the rail industry shows a definitive belief in the old adage “work smarter, not harder.”

Porfirio Aguilar/union pacific

Finding a

by Mischa Wanek-Libman, editor

Better way I

nnovation is more than inventing; it’s more than “outside the box” thinking; it’s finding new value or capturing that value in a new way. For the rail industry, that value can be found in elevated efficiencies, increased safety and better designed systems. RT&S has selected three examples from several corners of the industry that do just that.

Union Pacific’s development of long rail was a big vision that required small steps to achieve the end result.

The Federal Railroad Administration’s partnership with Google to keep driver’s aware of crossings is a simple, but potentially vital step to enhancing crossing incidents. And, Sound Transit’s testing of a “floating” rail system could be a step toward better transit integration within urban areas.

The long game

An idea more than a decade in the making came to fruition for Union Pacific this year when it began receiving delivery of 480-foot-long rail sections from Japan. UP is the first railroad to import long rail from Japan to its custom facility at the Port of Stockton, Calif.

The long rail, made of high-strength, head-hardened continuous-cast rail, www.rtands.com

requires two welds to create quartermile lengths and was developed by UP, Nippon Steel of Japan and Sumitomo Metal Corp. The railroad says the rail sets a new standard for rail reliability and represents an 88 percent reduction in the number of welds.

Union Pacific says it evaluated many options for the 480-foot rail sections, including U.S. manufacturers. The company says it selected the only supplier that met all the necessary requirements for length, strength and weight, which the railroad says are essential in providing safe, reliable rail.

“We’re continuously looking for opportunities to make track maintenance more efficient and effective, as well as increase safety,” Aaron Hernandez, senior manager-track welding, Engineering said in a Union Pacific “Community Ties” post on its website.

“That includes working with rail manufacturers to improve rail quality. Long rail is a game changer.”

UP notes that implementation required innovation in every aspect of the process. Sumitomo designed “Pacific Spike,” the first ship in the world serving as a long rail shuttle for Union Pacific. It’s outfitted with three cranes synchronized to simultaneously unload

A rail train carrying Union Pacific’s 480-foot long rail in Sierra Blanca, Texas.

five rails weighing 10 tons. The rail is stacked three bundles high onto specially designed shuttle cars to be moved from the dock to storage.

Construction on the Port of Stockton’s roughly 25 acres was completed in March. Typically, new facilities are built around old rail yards, but this one was designed nearly from scratch. The port has three tracks and two bridges, plus custom storage and welding facilities designed to accommodate the additional rail length.

The $18 million welding facility, equipped with a special overhead crane to lift the rail, began operations at the end of March. UP says that despite the unique nature of the process, standard weld techniques are used to create quarter-mile lengths, which are loaded onto a standard rail train and shipped out for use. The first sections of long rail were installed on the Valentine Subdivision near Sierra Blanca, Texas, in mid-May. So far, the railroad says the rail is performing well.

Railway Track & Structures

November 2015 21

2015 Innovations Simple safety solutions

The term “simple” in the above heading should not be read as “less sophisticated,” as much as it should be read as “less complicated.” There have been plenty of innovative steps taken over the years that do not require years of testing to prove their worth. The Federal Railroad Administration’s (FRA) partnership with Google to integrate

22 Railway Track & Structures

crossing data into mapping services in an effort to make rail crossings safer fits into this category.

In a post to the U.S. Department of Transportation’s Fast Lane blog, Acting FRA Administrator Sarah Feinberg wrote, “Can one of the nation’s newest, fastest-moving industries help to solve one of transportation’s oldest problems?

At the FRA, we think the answer is yes.”

November 2015

Google will integrate the nation’s approximately 250,000 public and private grade crossings into its mapping services using FRA’s GIS data.

“Adding railroad crossing data to smartphone mapping applications just makes sense - it means supplying drivers and passengers with additional cues that they are approaching a crossing.

For drivers and passengers who are driving an unfamiliar route, traveling at night or who lose situational awareness at any given moment, receiving an additional alert about an upcoming crossing could save lives,” said Feinberg.

In 2014, approximately 270 people died in highway-rail collisions that FRA says were largely preventable. FRA also points out that this is the first time this decade in which that number has actually increased from the previous year.

“We can - and should - do everything possible to end vehicular-train incidents at rail crossings. With Google and other tech companies’ help, I’m confident that we can achieve this goal even faster,” said Feinberg.

FRA says that more drivers turn to their mobile device maps and applications to get them from Point A to Point B, but many of these services do not notify drivers that there is a crossing at all, let alone when one is being approached. FRA believes that when a driver is alerted or reminded that there is a crossing ahead, there is a better chance they will remain alert, use greater caution and obey the signals at the crossing.

Feinberg notes that Google quickly agreed to work with FRA and is hopeful that other tech companies that develop map applications will join the effort.

“Not long after I arrived at FRA, I promised a fresh look at how to prevent grade-crossing accidents. The key so far has been in our partnerships - with local police, to increase enforcement actions; with Operation Lifesaver, to help educate people about the risks and, now, with Google, to help with driver awareness through smarter engineering.

“At FRA, we’ll continue to build more of these dynamic partnerships – because we must do everything we can to reduce grade-crossing accidents that far too often have tragic consequences,” said Feinberg. www.rtands.com

2015 Innovations The slab that allows the installation of “floating” rail on Sound Transit’s light-rail system being delivered.

(Not) shaking things up

24 Railway Track & Structures

Oldcastle precast

Sound Transit’s $2.1-billion Northgate Link Extension will add 4.3 miles of light-rail to its system connecting the Northgate, Roosevelt and University District neighborhoods to downtown Seattle and the airport. The extension will run directly under the University of Washington (UW), where highly sensitive testing equipment is located. One caveat of running light rail under UW, was an agreement between the university and Sound Transit that the train’s vibrations and magnetic fields would not affect the UW’s sensitive research.

To make good on that agreement, Sound Transit, in partnership with Stacy & Witbeck and Oldcastle Precast, developed, engineered and manufactured a 450-foot prototype section of precast concrete “floating” rail. The rail is being tested on the University Link project, which is being built just south of the where the Northgate extension will be

constructed. The University Link Extension is currently under testing and service is anticipated to begin in early 2016.

Sound Transit says the “floating” rail prototype for University Link is being used to test how a longer stretch will function when trains for the Northgate Link Extension pass under the University of Washington’s sensitive buildings.

November 2015

Oldcastle Precast and Stacy & Witbeck constructed the prototype as heavyweight, high-unit weight concrete, floating, precast slabs that rest on 7.5inch thick elastomeric isolation bearing pads allowing the rail system to “float,” dramatically reducing the system’s harmonic effect on its surroundings.

The “floating” rail prototype is composed of 110 heavyweight precast floating slab segments; 82 standard four-foot long segments, weighing 11,000 pounds each, 14 specialized eight-foot long segments, weighing 22,000 pounds each and smaller pieces. Project tolerances were critically tight, ranging from 1/4inch down to 1/32-inch.

The concrete density needed to be increased to 205-pounds-per-cubicfoot so hematite aggregate was used in the composition. The hematite material was chosen by Sound Transit because of its non-electro-magnetic properties and offered a low risk of negatively affecting the rail system’s electromagnetic interface cables that will run along the underside of the precast floating slabs. The system cable limited the possibility of other types of heavyweight concrete mixes.

In an October 2 “Rider News” update on the University Link testing project, Sound Transit said the magnetic fields and vibrations are good.

“Together with the UW, we ran more than 80 different train tests in the past few months and verified that the magnetic fields will be under the levels outlined in the agreement. Similarly, the data looks very good from the approximately 100 tests we took for vibration levels,” said Sound Transit. www.rtands.com

Switch machine manufacturers rely on the latest technology to drive business and satisfy thier customers.

switching to the right track

P

roblems with switching tracks can cause major delays on the railroad and, no matter if it’s passenger or frieght, customers all around are not pleased when this happens. Cue the latest from suppliers that focuses on design for easy installation and technology that gets the job done right. Reliability is key and these three suppliers have revamped machines to accomplish just that.

Alstom

“Alstom’s Rail Mounted Switch Circuit Controller, Model 7R, continues to allow for the fastest installation time in the industry and reliable point detection due to its rail clamping method,” noted Kevin Harvey, electromechanical engineering manager at the company. “Alstom has discovered new applications for the 7R in temporary point protection. Prior to cutting in a new interlocking, customers may require a circuit controller on spiked and clamped points. Alstom’s 7R offers customers a unique advantage in this area. The unit’s compact and sleek design enables easy mounting between ties for quick and simple installation, while also allowing for ample space to perform track maintenance.”

The company says the GM4000A has been upgraded with new, more reliable point-detection-contacts for superior contact dependability in harsh environments and better vibration resistance without chatter. Additionally, it has been revamped with a new electronic controller, which has a higher resistance to vibration. A new controller power

26 Railway Track & Structures

November 2015

by Jennifer Nunez, assistant editor

coupler has also been introduced to help reduce water ingress during flood conditions. The wire harness has been fitted with automotive connectors that provide a more reliable pin interface, which also helps reduce water ingress into components.

The Model 6 yard machine is now available with optional two-wire or four-wire controllers, which Alsom says facilitates installation of the machine in yards where outdated yard solutions may exist. Alstom notes that these controllers cut the cost of rewiring the customer’s yard and allow users to upgrade their existing products to the industry standard for yard machines.

“The signaling market overall has remained stable in the current economy,” explained Harvey. “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.”

He says that Alstom has been committed to supporting Positive Train Control (PTC) development for several years now and has developed several products in support of the integration.

“Alstom’s business plan will remain aligned to supporting our customer’s PTC needs with reliable and innovative solutions,” he said. “On the wayside, a couple of key drivers for equipment upgrades are: one, enabling devices to communicate wirelessly and two, enabling switch point detection and wireless communication of switch machine status in dark territory.

www.rtands.com

LEFT: A close-up view of the Alstom GM4000A switch machine.

ABOVE: Unistar-HR from voestalpine Nortrak.

T h e p owe r sw i t c h m a r k e t i s trending toward simple products, backed with strong customer support, H a r ve y n o t e s ; t o d ay ’s yo u n g e r workforce is pressed to maintain higher average train velocities and reduced headways. Har vey points to Alstom’s GM4000A, which was developed with these needs in mind.

“The GM4000A has grown to be a popular choice among consultants and transit properties alike as it can replace almost any industry machine, requires minimal training and greatly reduces the amount of time spent trackside maintaining and repairing switch-related problems,” he said.

voestalpine Nortrak

Last year, voestalpine Nortrak Inc. introduced the Unistar-HR switch machine to the North American market. With its modular design, variety of mounting options and ability to control, monitor and lock multiple drive points through a single interface to the signal system, the company says it generated considerable interest

www.rtands.com

with customers.

“This year, we are integrating our switch condition monitoring (SCM) capabilities into both the Unistar-HR and the embedded CSV-24 switch machine,” noted Ken Ouelette, vice president marketing. “SCM monitors ever y throw of a switch machine a n d g e n e r at e s a l e r t s o r a l a r m s a s p l a n t c o n d i t i o n s d e t e r i o r at e over time. From the factory, these machines will be equipped with SCM technology that can warn operators of impending infrastructure problems before a train is delayed. SCM is also available to be retrofitted to other switch machine brands.”

Business remains strong, Ouelette says. Since last year’s introduction, a large U.S. transit agency has installed a trial of Unistar-HR switch machines a n d t h e c o m p a ny i s c u r r e n t l y delivering 28 Unistar-HR machines to a project in Canada, eight of which will be controlling both switch points and moveable point frogs.

“In spite of a leveling of Class 1 carload traffic, demand for our Racor Automater HT dual control yard switch machine has exceeded demand from last year,” he explained.

PTC’s draw upon railroad technical resources will require vendors of all types of signal equipment to provide technology and field service

that reduces the burden on existing installation and maintenance forces, Ouelette says. “voestalpine Nortrak is committed to providing signaling and trackwork products that consume less railroad labor,” he noted. “In cases where advanced exper tise is required, we are investing in our field service representatives to allow them to respond to any product issues that develop on track.”

Western-Cullen-Hayes

Wester n-Cullen-Hayes continues to manufacture and sell its Model WCHT-72 electro-hydraulic switch machine; the company notes that interest in this particular machine has been steady, if not spectacular and has not noticed any impact caused by PTC. “Most of our switch machine customers want to increase productivity by automating their switching operations, or improve the safety of their operations by eliminating hand throw switches,” explained Carl Pambianco, sales manager. “We have worked with a number of radio suppliers to remotely control our machines, with excellent results. The WCHT-72 gives our customers versatility to meet their needs and the dependability they require to keep their operations running smoothly.”

Pambianco says that the cost of ownership of a WCHT-72 is among the lowest in the industry, “Most of our customers do not even bother to keep a spare parts inventory.”

Railway Track & Structures

November 2015 27

AREMA NEWS Call for papers Deadline: December 1 The American Railway Engineering and Maintenance-of-Way Association (AREMA) invites all interested parties to submit papers on subjects of interest to the railway engineering community to be considered for publication and/ or presentation at the AREMA 2016 Annual Conference & Exposition to be held in Orlando, FL, from August 28 - 31, 2016.

Message from the President

On atrophy and recommended practices

Brian A. Lindamood, PE AREMA President 2015-2016

The AREMA 2016 Annual Conference & Exposition will include the following subject tracks (organized around the AREMA Functional Groups and interests): Communications & Signals, Engineering Services, Maintenance, Passenger & Transit, Structures and Track.

There will also be a separate sub-track within the C&S Functional Group Session on Tuesday for topics related to Information Technology and Positive Train Control. We welcome submissions in these topic areas.

Submit your paper online at www.arema.org

by December 1, 2015.

The Abstract should be a concise synopsis of the paper and should be able to serve effectively as a screening mechanism for reviewers.

28 Railway Track & Structures

November 2015

Railway Interchange 2015 had dozens of fantastic presentations on many aspects of railroad engineering, design and maintenance, but it was one presentation on the final day which has given me pause.

During his presentation “Positive Train Control: Developing Lessons Learned About Automation and High Reliability from the Aviation Industry,” Dr. Greg Placencia discussed the phenomena described as mental atrophy, where if a particular skill or set of knowledge is not practiced, it is often forgotten. The context of this point had to do with skills which have been replaced by automation (e.g. electronic calculators). My first thought was to a computer programming class in FORTRAN and other college topics many of us endured in pursuit of an engineering degree, but have not used since. Yet the term, atrophy, has lingered within me not only as to how it relates to knowledge and skills learned and since forgotten, but towards information in general.

As the leading “standards” organization developing and publishing “recommended practice” for the North American railway industry, it is the responsibility of AREMA’s 31 technical committees not only to evaluate and develop material for publication, but to review existing recommended practice every five to seven years to affirm that the information is still current.

The North American railway industry, with 185 years of history and heavy infrastructure, continues to benefit from the engineering efforts of generations past. Perhaps because of the maturity of the industry and more than a century of history of AREMA’s predecessor organizations, we are susceptible to atrophy by anachronism. Simply because a particular component or practice remains in common use for decades makes it neither current recommended practice, nor does it make it wrong. There is a subtle yet fundamental difference between documenting what presently exists versus moving the industry forward at a technical level and it is critical that we are able to blend the practices we recommend with the context they are to be employed. The railroad industry is a competitive environment and, if we fail to provide value in the materials we provide, the industry will look elsewhere to fill the void.

We must, therefore, resist the temptation to document the present and endeavor to develop and publish recommended practices that can be practically incorporated in a contemporary context. I believe that this is both a natural and healthy tension of a “standards” organization, such as AREMA, to weigh the historical practices of the industry as they are employed against new means and methods as they are tested and adopted. “It has always been done this way” is neither a justification nor an excuse, but merely context in the thoughtful development of recommend practices as our working environment continues to evolve. We must therefore endeavor to be constantly re-evaluating older material for not just accuracy, but relevance. The older the material, the more critical we must be.

In closing, I ask all of you to consider a portion of the Manual for Railway Engineering, Portfolio of Trackwork Plans or the Communications & Signals Manual that you regularly use and reflect on how you use www.rtands.com

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

Upcoming Committee Meetings Feb. 2-3

Committee 15 - Steel Structures

San Antonio, TX

Feb. 4

Committee 9 - Seismic Design for Railway Structures

Feb. 24-25

Committee 7 - Timber Structures

Las Vegas, NV

Feb. 26-27

Committee 24 - Education & Training

Forth Worth, TX

Spring, TX

March 8-9

Committee 39 - Positive Train Control

Jacksonville, FL

March 9-10 Committee 39 - Information, Defect Detection

& Energy Systems

Jacksonville, FL

March 15-16 Committee 37 - Signal Systems

Oakland, CA

it and how it relates to your work. Then, find a similar section you do not use and reflect on why you do not use it. What is the difference between the two?

Does one need to be addressed? If so, the good news is AREMA is a volunteer organization and you can help change it.

FYI‌

Now available: 2016 Communications & Signals Manual of Recommended Practices. Please visit www.arema.org or contact Morgan Bruins at 301.459.3200, ext. 711, or mbruins@arema.org to place an order.

Call for papers: Papers are now being accepted for the AREMA 2016 Annual Conference & Exposition to be held in Orlando, FL, from August 28-31, 2016. The deadline is December 1, 2015. Please visit www.arema.org for more information and to submit a paper online.

AEMA Exposition 80% sold out!

Book your 2016 AREMA exposition booth now for the AREMA 2016 Annual Conference & Exposition in Orlando, FL, August 28-31, 2016. For more information and to book your exposition space, please contact Christy Thomas at cthomas@arema.org.

AREMA website advertising... Want to be listed on the AREMA website to gain exposure from the more than 6,800 AREMA members? Contact Lindsay Hamilton at 301.459.320 0, ext.

705, or lhamilton@arema.org to get advertising rates.

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

Not an AREMA Member?

Join today at www.arema.org www.rtands.com

Put your career on the right track with AREMA's Railway Careers Network Services are free and include confidential resume posting, job search and e-mail notification when jobs match your criteria. http://www.careers.arema.org.

Railway Track & Structures

November 2015 29

AREMA NEWS

Getting to know Richard Zaluski Each month, AREMA features one of our committee chairs.

We are pleased to announce that the November featured chair is Richard Zaluski, chair of Committee 1 - Roadway & Ballast.

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

Zaluski: I have always been interested in the railroads and engineering. When I was younger living near Conrail’s Conway Yard, my father used to take me and my brother to watch the trains. As for engineering, when I was in high school, I took a drafting course. There, I designed various projects, including mechanical parts, houses and civil site layouts.

AREMA: How did you get started?

Zaluski: As stated above, it started in high school where I took an architectural and mechanical design class and a drafting course. After high school graduation, I earned an associate’s degree in architectural drafting and design.

I then entered the workforce working for a civil design contractor and attending night school to obtain my bachelor’s degree in civil engineering. My railroad career started in 1994 when I applied for a drafting position in the real estate department with Conrail. From there, I was promoted into the area engineer’s department as a planning engineer. In 1999, as part of the Norfolk Southern/CSX joint acquisition of Conrail, I was offered a position as a design and industrial development engineer. Through the years, I held various positions within the NS Design & Construction Department and am currently in the construction side as manager construction.

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

Zaluski: I have been a member of AREMA since 1996. In 2000, I joined Committee 1 as a general member. I was in Sub-Committee 2, where I held the position of vice chair and then, chair. In 2009, I was nominated and voted in from my peers as the secretary of Committee 1 and there I began my journey to the position of incoming chair.

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

Zaluski: I enjoy the outdoors and spending time with my family and friends. I like hunting, fishing and enjoy hiking.

AREMA: Tell us about your family.

Zaluski: I have been blessed when it comes to family. My wife, Deann and I have been married for 25 years. We have three beautiful children. My oldest daughter, Brianne (24) is a special education teacher and is working on her second master’s degree in speech and language pathology; my son, Zachary (22) is following in his father’s footsteps and is a senior in college obtaining his bachelor's in civil engineering and my youngest, Ashton (20) is a junior in college working on her bachelor’s in business marketing.

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

Zaluski: I was very involved with developing the youth soccer program in the county which I reside. Not only did I volunteer my time being a coach for my three children and a 30 Railway Track & Structures

November 2015

Richard c. Zaluski, II Chair, Committee 1 - Roadway & Ballast Principal Design Engineer Norfolk Southern Railway

referee, I was also the soccer club president for 10 years.

AREMA: What is your biggest achievement?

Zaluski: I have to say that my biggest achievement is being in charge and overseeing the construction of three major intermodal projects for Norfolk Southern as part of the Crescent and Pan Am Southern Corridors.

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

Zaluski: The railway industry is an intricate part of the growth of the infrastructure in this country. There are many opportunities in all aspects for those looking to have a career in the railway industry. With an aging workforce, new technology and expected growth, the railroad will be in need of qualified individuals to support these increasing transportation needs. www.rtands.com

AREMA Publications 2016 Communications & Signals Manual of Recommended Practices

©

2014 Portfolio of Trackwork Plans ©

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

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

Downloadable Sections Available Online.

2015 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: • Track • Structures • Infrastructure & Passenger • Systems Management. The Manual is an annual publication, released every April. It is available in a multi-volume loose-leaf format, CD-ROM, revision set (loose-leaf only) and individual chapters (downloadable format).

Downloadable Chapters Available Online.

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

AREMA Bridge Inspection Handbook ©

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

Practical Guide to Railway Engineering ©

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

Railway Memoirs by William G. Byers, PE

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

www.rtands.com

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

Railway Track & Structures

November 2015 31

32 Railway Track & Structures

November 2015

www.rtands.com

www.rtands.com

Railway Track & Structures

November 2015 33

PRODUCTS

Tie inspection system

Georgetown Rail Equipment Company (GREX) launched its latest technology in crosstie inspection AuroraŽ Xi™ in October. The company says Aurora Xi, an internal tie inspection system, builds upon the technology of the GREX Aurora track inspection system. While Aurora is capable of looking at the surface of ties and other track components, Aurora Xi adds on internal imaging capability. Powered by backscatter x-ray technology, Aurora Xi reveals the size and depth of internal defects in crossties from hollow sections caused by decay to the depth and size of cracks.

Capable of scanning track at speeds in excess of 20 miles per hour, the vehicles can scan long stretches of track. Detailed reports are provided to allow railroad maintenance teams to pinpoint individual ties and other components that need to be replaced in order to ensure safety and regulatory compliance. The technology assigns a grade to each tie scanned and records the GPS and milepost coordinates. With these detailed reports, GREX notes that railroads can better estimate the life of their existing ties and create accurate, efficient and cost-effective maintenance plans to replace them as needed. GREX developed Aurora Xi, in partnership with the University of Florida Nuclear Engineering Department. Phone: (512) 869-1542.

Horizontal grinders

Stanley released HGL80 and HLG81 horizontal grinders last month. The two horizontal grinders feature a 12percent weight reduction over the earlier HG80 and its redesigned handle with durable grip coating eliminates the hydraulic oil from the handle, improves tool balance and user comfort. Stanley says the adjustable front handle improves ergonomics and the new trigger interlock increases durability and ease of use. The HLG80 long handle grinder is 23.35 inches long by 12 inches wide and weighs 13.6 pounds, while the HGL81 short handle grinder comes in a bit shorter at 19 inches long by 12 inches wide and is the same 13.6 pounds. Phone: (800) 972-2647. www.rtands.com

Railway Track & Structures

November 2015 35

CALENDAR DECEMBER 9. “Big Data” in Railroad Maintenance Planning 2015.

University of Delaware. Phone: 302-831-2442. Fax: 302831-3640. E-mail: cwerrell@udel.edu. Website: http:// www.engr.udel.edu/outreach/Big%20Data%20in%20 RR%20Maint.html.

JANUARY 6-9. NRC Annual Conference &NRC-REMSA Exhibition. Hotel Del Coronado. San Diego, Calif.

Contact: Matt Bell. Phone: 202-715-1264. E-mail: mbell@nrcma.org. Website: www.nrcma.org.

10-14. Transportation Research Board 95th Annual Meeting. Walter E. Washington Convention Center.

Washington, D.C. Phone: 202-334-3504. Website: www.trb.org.

12. Western Railway Club Meeting. Union League Club of Chicago. Phone: 847-877-1514. E-mail: info@westernrailwayclub.com. Website: www. westernrailwayclub.com.

21-22. 12th Annual Southwestern Rail Conference.

Magnolia Hotel. Dallas, Texas. Website: www. texasrailadvocates.org/events.

MARCH 1. Fundamentals of Railway Bridge Engineering and Management. Contact: Dave Peterson. Phone: 800-462-0876. E-mail: peterson@epd.engr.wisc.edu.

Website: https://epd.wisc.edu/courses/.

3. Railroad Day on Capitol Hill. Renaissance Washington. Washington, D.C. Contact: Kathy Cassidy.

Phone: 202-585-3443. E-mail: kcassidy@aslrra.org.

Webiste: www.aslrra.org.

7. Introduction to Railroad Engineering and Operations. Contact: Dave Peterson. Phone: 800-4620876. E-mail: peterson@epd.engr.wisc.edu. Website: https://epd.wisc.edu/courses/.

15. Western Railway Club Meeting/Railroader of the Year. Union League Club of Chicago. Phone: 847-8771514. E-mail: info@westernrailwayclub.com. Website: www.westernrailwayclub.com.

APRIL: 12-15. 2016 Joint Rail Conference. Columbia Marriott.

Columbia, S.C. Contact: Mary Jakubowski. Phone: 212591-7637. E-mail: jakubowskim@asme.org. Website: https://www.asme.org/events/joint-rail-conference/.

13. Fundamentals of Traction Power Systems and Overhead Contact Systems. Contact: Dave Peterson.

Phone: 800-462-0876. E-mail: peterson@epd.engr. wisc.edu. Website: https://epd.wisc.edu/courses/.

36 Railway Track & Structures

November 2015

www.rtands.com

Ad Index Company

Phone #

Fax#

e-mail address

Page #

AREMA Marketing Department

301-459-3200

Danella Rental Systems, Inc.

610-828-6200

Herzog Railroad Services, Inc.

816-233-9002

Holland Co.

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

gpodgorski@hollandco.com

Hougen Manufacturing, Inc.

866-245-3745

info@trak-star.com

301-459-8077

marketing@arema.org

610-828-2260

pbarents@danella.com

9

816-233-7757

tfrancis@hrsi.com

23

800-309-3299

Cover 3

Cover 4 6

Landoll Corporation

800-428-5655

888-293-6779

jim.ladner@landoll.com

22

Mitchell Equipment Corp.

734-529-3400

734-529-3433

lovitt@mitchell-railgear.com

4

Moley Magnetics, Inc.

844-662-4638

716-434-5893

sales@moleymagneticsinc.com

24

703-913-7858

703-913-7859

jlewis@neelco.com

414-766-2379

info@nordco.com

Neel Company, The Nordco Inc.

414-766-2180

NRC

202-715-2920

888-965-3227

OldCastle Precast Rail Product Solutions, Inc.

913-345-4807

5 2

202-318-0867 info@nrcma.org

303-794-4297

jim.baker@oldcastle.com

913-345-4818

jstout@amstedrps.com

402-346-1783

bbrundige@sb-reb.com

Railway Educational Bureau, The

402-346-4300

Sealeze Unit of Jason, Inc.

804-275-1675 ext.235

voestalpine Nortrak Inc.

307-778-8700

10 25

34, 36

smaclaughlin@sealeze.com

307-778-8777

7

8

gord.weatherly@voestalpine.com

Cover 2

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

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

Advertising Sales general sales OFFICE Jonathan Chalon Publisher (212) 620-7224 55 Broad St., 26th Fl. Fax: (212) 633-1165 New York, NY 10014 jchalon@sbpub.com CT, DE, DC, FL, GA, ME, MD, MA, NH, NJ, NY, NC, PA, RI, SC, VT, VA, WV, Canada Quebec and East, Ontario Jerome Marullo (212) 620-7260 55 Broad St., 26th Fl. Fax: (212) 633-1863 New York, NY 10014 jmarullo@sbpub.com AL, AR, IN, KY, LA, MI, MS, OH, OK, TN, TX Marc Condon (312) 683-5021 20 South Clark St. Fax: (312) 683-0131 Ste. 1910 Chicago, IL 60603 mcondon@sbpub.com

www.rtands.com

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

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

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

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

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

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

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

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

Railway Track & Structures

November 2015 37

Professional Directory

NEW & USED EQUIPMENT

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

Grapple Trucks Magnets & Self Propelled

Section Trucks Telescoping & Articulating Cranes

NEW & USED EQUIPMENT Available for Lease 4650 cu ft Covered Hopper Cars 3600 cu ft Open Top Hopper Cars 100 ton Automated/Manual Ballast Cars 4480 cu ft Aluminum Rotary Open Top Gons 50’, 70 ton mechanical refrigerated boxcars 65 ft, 100-ton log spine cars equipped with six (6) log bunks Contact: Tom Monroe: 415-616-3472 Email: tmonroe@atel.com

38 Railway Track & Structures

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

November 2015

www.rtands.com RT&S2013revAd.indd 1

2/12/13 2:57 PM

Hirail Gradall w/opt.

Brush Cutter

Elevated Platform

NEW & USED EQUIPMENT

Also: ■ Heavy Duty Push Carts ■ Hytracker, Stone Cars, Pettibone Crew Cab Boom Truck ■ DMF & Fairmont parts, Est. 1910 service, installation Phone: 315-455-0100 • Fax: 315-455-6008 • Syracuse, • Please visit our website www.franktartaglia.com IS THERE SUCH NY A THING AS BEING OLD ENOUGH TO KNOW BETTER; YES - EST 1910

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

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

EQUIPMENT FOR SHORT OR LONG TERM LEASE HARSCO AND NORDCO TAMPERS 6700S, SJ, SJ2, Mark IV Switch and Production Tampers 3300 and HST Chase Tampers 3000 Tampers w/Raise & Line or Chase Tampers 2400 Tampers w/Raise & Line TIE INSERTERS/EXTRACTORS Nordco TRIPPs 925 S/Ss, Standards, KTR-400s KNOX KERSHAW REGULATORS, KRIBBER/ADZERS, TIE CRANES, PLATE BROOMS, BRUSH CUTTERS, & SNOW FIGHTERS KBR-850-925-940 Ballast Regulators & Snow Fighters KBR-940 Dual Head Brush Cutters KTC-1200 Tie Cranes KKA-1050 Kribber/Adzers KPB-200 Plate Brooms NORDCO ANCHOR APPLICATORS, SPIKERS & GRABBERS Model F Anchor Machines and BAAMs Models CX and SS Spikers Model SP2R Dual Grabbers RACINE RAILROAD PRODUCTS Dual Anchor Spreaders, Squeezers, Knockers (Anchor Removers), Anchor Applicators, DAACs (Dual Anchor Adjuster Cribber), Dual e-Clip Applicators, Ride-on Regauge Adzers, TPIs, Tie Straighteners, OTM Reclaimers, SAFELOK IIIs (SAR IIIs) HI-RAIL CRANES, SPEEDSWINGS & RAIL HEATERS Pettibone Model 445E Speedswings w/Multiple Attachments Geismar 360/360-Tronic Hi-Rail Excavators, (Cold Air Blower, Brush Cutter, Grapple, Heel Boom, Train Air & Knuckle available) Badger 30 Ton Cranes w/Hi-Rails Rail Heaters - Single Sided, Dual Sided, Self-propelled w/Vibrators HI-RAIL TRUCKS, EXCAVATORS, & CARTS Hi-Rail Gradalls, XL3300 Series III w/Digging Buckets & Brush Cutters Hi-Rail Rotary Dumps, Various Hi-Rail Pickups Hi-Rail Grappleadvertising Trucks (available w/Magnet, Rail Racks & Creep Drive) classified sales representative Craig Wilson 25-ton Hudson Ballast Cars phone 212.620.7211 • fax 212.633.1325 • e-mail cwilson@sbpub.com 25-ton Rail and OTM Carts, 5-ton Tie Carts

to advertise contact

P. O. Box 162 • Arcola, IL 61910

M & W Equipment for Sale/Rent

(1) Jackson 6700 Complete Re-build, John Deere power . . . . . . . . . . . . . FOR SALE . . . . . . . . . . CALL! 2001 Mark IVDump Tamper, 2004 System V, V4.10, Smart I/O, Laser . . . Hytracker Grapple Truck Rotary 1999 Mark IV Tamper, 2003 System V, V4.10, Surface fit, Smart I/O, Laser . . . . . . . CALL! 1997 Mark IV Tamper, 2003 System V, V4.10, Surface fit, Smart I/O, Laser . . . . . . . CALL! 1995 Mark IV Tamper, 2007 System V, V4.10, Surface fit, Smart I/O, Laser . . . . . . . CALL! (4) 1993 Mark IV Tampers, System V, 4.10, Smart I/O, Surface fit, Laser . . . . . . . . CALL! Remanufactured Mark III ECTR-130G Tamper, four wheel drive, combo clamp . . . . . CALL! (5) 1996 - 1983 Mark III, ECTR-130G Tampers, combo clamp, 4 wheel drive, AC . . . CALL! (2) STM Switch Tampers, no jacks. Enclosed cabs. Nice machines! . . . . . . . . . . . CALL! . . CALL! (16) Fairmont Mark I, II, ES, ES-TDAG, EA,Hirail EAS, JRM Tampers available! . . Truck Hirail GradallTamper w/opt.

Brush Cutter Service/Maintainers (5) Harsco TR-10/TR-1’s Tie Remover/Inserters, 1998,1996,1991 Models & Older . . CALL! or Enclosed Used Chassies.

(2) Kershaw / RTW TieCustom Cranes & Build BridgeNew Cranes. cabs, GM 3-53 engines . . CALL! Hirail Boomdiesel Dump Trucks. . . . . . . . . . . . . . CALL! (3) Kershaw Model 35-13Also: Tie Plate Sweepers, engines Mechanics Trucks (3) Nordco Auto-lifts (one newHirail 2008 unit!)

Hatz diesel engines . . . . . . . . . . FOR SALE! Section Racine Dual Anchor Spreaders Hirail and Dual Anchor Trucks Adjusters . . . . . . . . . . . . . FOR SALE! for propelled moving equipment . . . . . . . . . . . . . . . . . . . . CALL! (3) Teleweld Rail Heaters Hytracker w/vibrators, self Ballast (1) Hudson Speed Swing 441-DCars . . .DMF . . . &. Harsco . . . . . parts, . . . . service . . . . . and . . installation . . . . . . . . CALL! (1) Nordco model “C” Spike driver with PLC upgrade . . . . . . . . . . . . . . . . . CALL! (2) Nordco model “C” Spike drivers . . . . . . . . . . . . . . . . . . . . . . . . . CALL! R A I L R OinA Illinois) D S E R V I C E S Est. 1910 (All of the above equipment is located JER OVERHAUL INC. / NEWMAN MACHINERY Equipment Website: www.newmanmachinery.com Ph: 315-455-0100 • Fax: 315-455-6008 • Syracuse, NY • www.franktartaglia.com EMAIL: Eric Headrick, eheadrick@jeroverhaul.com JER Website: www.jeroverhaul.com SALES & RENTAL Tel# (217) 259-4823 PARTS & SERVICE: Tel# (217) 268-4823 • Fax# (217) 268-4813

LEASE or

BUY

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

www.rtands.com

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

Railway Track & Structures

April 2011 49

Turning Opportunities into New Business Get up-to-the-minute business intelligence by subscribing to GlobalRailTenders.com

GLOBAL RAIL TENDERS www.rtands.com

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Railway Track & Structures

November 2015 39

NEW & USED EQUIPMENT

PARTS • SALES • SERVICE

Products and services

REESE WHAT CAN WE DO FOR YOU?

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

K. W. Reese, Inc.

Box 298 • Mercersburg, PA 17236

(717) 328-5211 •

NEW & USED

fax

(717) 328-9541 • www.kwreese.com

2013, 2014 NRC SAFETY AWARD GOLD MEDAL WINNER

Grapple Trucks, Roto Dumps, Mechanics Trucks and Pickups.

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

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

Get the inside scoop on and off the track

EMPLOYMENT

Assistant/Division Manager for King of Prussia, Pa. Supervise equipment operators and laborers.

Send resume at larryh@goterra.com or call 610-637-3734.

See full ad at railwayage.com Job Board

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

November 2015

RAIL BRIEF: The Weekly RT&S Email Newsletter SUBSCRIBE AT: www.rtands.com/RailBrief

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