RT&S January 2014

January 2014 | www.rtands.com

CN gets

WinterREADY plus

Searching out rail flaws Vegetation control And also

AREMA News p. 31

Contents January 2014

News

4

Features

18

Industry Today 4 Supplier News 11 People

A plan for weeds and other vegetation Enhancements in herbicides and equipment help railroads mitigate Mother Nature’s actions.

Columns CANADIAN NATIONAL

RAILWAY TRACK AND STRUCTURES

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23

CN prepares for winter’s sting Canadian National’s winter strategy positions the railroad to keep goods moving no matter the forecast.

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Seeking out rail flaws The process of finding difficult rail flaws is eased by contractors’ focus on quality technology and services.

18 Departments 14 TTCI R&D 31 Arema News 38 Calendar 36 Products 37 Advertisers Index

A Knox Kershaw snowfighter clears track on CN property.

3

On Track Be still my rolling eyes

13

LIKE US on Facebook

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39 Classified Advertising 40 Professional Directory

Story on page 23.

NRC Chairman’s Column Moving forward

FOLLOW US on Twitter

37 Sales Representatives

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Railway Track & Structures

January 2014 1

On Track

RAILWAY TRACK AND STRUCTURES

Vol. 110, No. 1 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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Be still my rolling eyes

I

lack what many would call a good poker face and the blame lies with my eyes. Specifically, their ability to launch into summersaults, intentional or otherwise, when something strikes me as half-baked.

Thus, you can imagine the ocular strain I endured while reading a recent report by McClatchy, “Obama spends $600 million on rail projects that benefit private companies.” The story was critical of the use of federal funds from such programs as the Transportation Investment Generating Economic Recovery (TIGER) grant program and the High Speed Intercity Passenger Rail Program being used toward projects that benefited private companies, i.e. railroads.

The article said that since 2009, “the nation’s freight rail network has been the quiet recipient of more than $600 million in federal investment.”

The piece did give a small nod to the public benefit of these projects saying, “supporters say these public investments, combined with private capital, are model infrastructure partnerships that will help take trucks off crowded highways, reduce pollution and improve the flow of goods to and from the nation’s seaports.”

But then followed that up with a few quotes from Bill Graves, president and chief executive officer of the American Trucking Associations, saying railroads’ “probably overstate their independence from public investment.”

Are your eyes rolling yet?

An accompanying graphic of the United States with a breakdown of projects, project descriptions and cost analysis helped to illustrate where federal monies had gone. The Crescent Corridor was used as an example and described as “new Norfolk Southern freight terminals in Tenn., Ala.; project to take trucks off highways,” federal funds for the project were given as $105 million (TIGER grant awarded in February 2010), state funds were listed as $90 million and total project cost was listed as $2.5 billion.

To put U.S. railroads dependence, if it could be called that, on public funds into perspective, the $105 million the Crescent Corridor benefited from is actually 4.2 percent of total cost. The Association of American Railroads (AAR) estimates U.S. freight railroads have spent $115 billion since 2009 on their own infrastructure, making the $600 million those railroads have been the “quiet recipient of” a mere .52 percent of total expenditures.

It’s understandable why the national focus is on the 99.48 percent of capital expenditures the railroads cover themselves. An overstatement of independence, it is not.

Additionally, the federal government did not cut a check to a single freight railroad for any of the projects listed in the article. To further the point, I turn to AAR President and Chief Executive Officer Ed Hamberger who wrote a Letter to the Editor to The Columbian, a newspaper that ran McClatchy’s report: “The premise that the Barack Obama administration spent $600 million on rail projects that benefit private companies distorts how the federal government finances critical transportation infrastructure projects, including those involving railroads.

“State and local governments — not railroads — receive federal grant funding for projects that meet federal criteria.

These projects are true public-private partnerships: private freight railroads and governmental entities each contribute resources to solve critical transportation problems. Local governments and the public derive great benefits from these public-private partnerships.”

Perhaps next time McClatchy could detail all the public benefits seen from the railroads’ $115 billion in private funding investments.

Mischa Wanek-Libman, Editor Railway Track & Structures

January 2014 3

INDUSTRY TODAY Supplier News

CH2M Hill, Inc., was awarded a $46.1-million, five‐year contract by the Honolulu Authority for Rapid Transportation for general engineering consultant support services for the next phase of the rail project, which covers oversight support for design review, scheduling and cost estimating, environmental and planning and interface management as the project moves forward.

Granite Construction Incorporated has been awarded a $21 million contract by the city of Coachella, Calif., to construct a new grade-separated crossing junction.

Gross & Janes Co. has begun construction of a new $2.2-million crosstie production and borate treatment facility in Camden, Ark.,

4 Railway Track & Structures

Federal Railroad Admini s t r a t o r Jo s e p h S z a b o, along with representatives of the Missouri Depar tment of Transpor tation (MoDOT), Union Pacific Railroad, Amtrak and contractor OCCI, Inc., officially opened a new $28-million, 1,200-foot railroad bridge across the Osage River. The new br idge adds capacity and targets continued improvement of on-time perfor mance for freight and passenger trains.

UP says the new bridge, located just east of Jefferson City in Osage City, M o. , r e m ove s a m a j o r bottleneck that was caused when two tracks would funnel to one to cross the Osage River on a single-track railroad bridge and then connect back to a double mainline track. With the completion of the railroad bridge over the Osage River, the rail corridor between St. Louis and Jefferson City now consists entirely of two mainline tracks.

“The project eliminates the last bottleneck on the eastern portion of our St. Louis to Kansas City corridor, which will benefit those riding the Missouri River Runner trains, as well as Union Pacific customers,” said Donna Kush, Union Pacific vice president - Public Affairs, Northern Region. “The Missouri Department of Transportation has been a great partner. We look forward to exploring additional opportunities with them that benefit the public and our customers, allowing us to haul America’s goods by the most environmentally-friendly mode of ground transportation.”

MoDOT commissioned a study by the University of Missouri (Mizzou) to determine where rail line capacity enhancements should be made to improve train velocity. The Mizzou study helped MoDOT and Union Pacific’s engineering and network planning groups make solid choices where capacity projects should be considered across the 275-mile rail corridor.

The new bridge enables all trains that use the corridor to operate more efficiently. According to MoDOT, 90 percent of the Missouri River Runner trains arrived on time or ahead of schedule in fiscal year 2013. These same passenger trains were operating an average of 64 percent on time in 2008. Subsequently, ridership has increased for six consecutive years to nearly 200,000 passengers.

MoDOT received a $22.6-million award under the American Recovery and Reinvestment Act, which funded a majority of this project. Union Pacific provided the remainder of the project cost. UP said these and other improvements, directly linked to capital investments made by Union Pacific, the Missouri General Assembly and the federal government, continue to add capacity, improve on-time performance and increase the efficient movement of goods along the corridor.

Union Pacific

Axion International Holdings, Inc., producer of ECOTRAX composite rail ties, received a purchase order worth $925,000.

Osage River bridge adds capacity to freight, passenger operations

January 2014

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Starling outlines KCS engineering, m/w accomplishments, plans Kansas City Southern’s President and CEO David Starling issued his annual State of the Railroad letter sharing KCS’ “successes and tremendous potential” across all divisions of the railroad.

Starling says KCS is operating well over solid infrastructure and that the company is seeing unprecedented new business growth. In 2014, Starling says the railroad’s focus will continue to be executing its strategic plan, specifically concentrating on those areas of fastest growth, including automotive, frac sand, cross-border intermodal and crude oil.

Starling outlined the Engineering and Maintenance-of-Way Department’s accomplishments of the past year, such as KCS’ U.S. production gangs installation of approximately 600,000 crossties and expectations for the upcoming year.

In support of a new grain facility in Jacksonville, Ill., the line between Jacksonville and Roodhouse, Ill., was rehabilitated with 18 miles of rail and 32,000 ties along with crossing and switch upgrades. An additional 82,000 ties, curve rail renewal and a Broken Rail Detection system was completed between Kansas City, Mo., and Roodhouse, to further support Jacksonville and Corder, Mo., grain traffic.

In support of future business opportunities at Port Arthur, Texas, KCS replaced nine miles of rail and upgraded ties from Beaumont to Nederland, Texas. The remainder of the line between Nederland and Port Arthur will be upgraded in 2014.

Major tie projects were completed on the Heavener and Shreveport subdivisions (152,000 ties) and the MSLLC (89,000 ties). The railroad is now in a regular tie cycle between Kansas City and Shreveport, which means fewer ties and less production time will be needed on an ongoing basis to maintain tie condition.

Bridge replacement work progressed in the Sabine River bottoms with the rebuild of the Sabine River Bridge, the largest bridge in the renewal program at 2,690 feet. The remaining bridge work is scheduled to be completed in the second quarter of 2014.

The Shreveport Terminal Complex project was completed and placed in service in September. This project spanned 24 months and provides for a speed increase to 30 mph.

Other capacity project highlights include the construction of a 10,000-foot siding in San Diego, Texas, and Centralized Traffic Control (CTC) installation through the Shreveport Terminal from Texas Avenue to Texas Junction.

Starling says 2014 will be another big year for track, capacity and capital projects tied to new business development. Major projects will include: • Replacement of 650,000 ties across the U.S. network including major rehabilitation projects again on the MSLLC, former Gateway Western line and Artesia Subdivision; • Replacement of 40 miles of rail across the U.S. network; • Expansion at Jackson, Miss., adding three R&D tracks; • Intermodal facility expansion at Kendleton, Texas and the start of construction for the new intermodal facility in Wylie, Texas, and • Commencement of CTC installation on the Laredo Subdivision.

In Mexico, production gangs installed approximately 300,000 ties and 111 track kilometers (68.97 miles) of new rail. KCS crews also continued rehabilitation work of the B-Line, resulting in increased speeds of 68 mph, making it the fastest stretch of railroad in Mexico.

Additional projects planned for Mexico in 2014 are a continuation of the Monterrey to Nuevo Laredo track upgrade with new rail and ties; and additional expansions at Sanchez Yard, Interpuerto San Luis Potosi and the continued development of the double track corridor between Sanchez and Nuevo Laredo. www.rtands.com

Railway Track & Structures

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INDUSTRY TODAY Supplier News Ark., which will replace its existing crosstie plant and also consolidate production from two other company plants in Taylor, Ark., and Carthage, Texas.

Harsco Rail signed an exclusive distribution agreement with Protran Technology.

IntegriCo Composites, Inc., manufacturer of recycled plastic railroad ties, has received an initial 22,000 crosstie order from a Class 1

6 Railway Track & Structures

PennDOT releases grants to advance freight rail projects The Pennsylvania Department of Transportation has released $25.8 million in rail freight grants, which will help improve facilities, help businesses expand operations and ensure safety across the state.

The grants were approved by the State Transportation Commission, which evaluates and assesses the resources needed to maintain and expand the state’s transportation system and will be distributed through the Capital Budget/Transportation Assistance Program.

The grants will help a total of 13 rail projects advance, highlights include: • Philadelphia Energy Solutions Refining and Marketing - $10 million to construct nearly 30,000 feet of track and a railcar maintenance area; install 16,000 feet of pipeline to transport crude oil from the offloading facility to the storage tank area and complete improvements to yard facilities.

• R.J. Corman Railroad Group PA Lines - $3.9 million for track renewal in two tunnels, tie installation and expanding

January 2014

an existing building in the Clearfield yard for equipment maintenance.

• Wheeling & Lake Erie Railway, Co. $2.8 million to remove deteriorated rail, install nearly 13 miles of new track and improve additional track and four public railroad crossings.

• Greater Erie Industrial Development Corp. - $2.6 million to acquire an existing sidetrack from the Port of Erie and construct three new sidetracks (totaling approximately 2,250 track feet).

• Allegheny Valley Railroad Co. - $1.3 million to make improvements to track between Bruceton and Washington required for heavier freight traffic to move safely.

“Pennsylvania’s numerous transportation options make us a great place to do business and put people to work,” Pennsylvania Gov.Tom Corbett said. “Having reliable investments will help even more businesses and facilities expand and operate safely because they know Pennsylvania values transportation.”

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INDUSTRY TODAY CTA to make largest investment in Blue Line in 30 years The Chicago Transit Authority (CTA) will overhaul its Blue Line O’Hare Branch, which its says will provide faster travel times and updated stations, while creating more than 1,300 jobs.

The $492-million plan, called Your New Blue, includes several track and station improvement projects along a 12.5mile stretch of the Blue Line O’Hare Branch between the Grand and Cumberland stations, as well as upgrades to the signal system between the Jefferson Park and O’Hare stations.

These improvements are expected to provide faster, more comfortable and more reliable commutes for the more than 80,000 customers who each weekday use stations along the branch, which had 25 million rides last year. This project is the largest comprehensive investment for this line since the O’Hare branch extension was built from Jefferson Park to O’Hare in 1983.

T h e f o u r - y e a r p l a n ’s h i g h l i g h t s

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Supplier News

include extensive station renovations and repairs; concrete platform repairs and installation of a new elevator at the Addison station to make it Americans with Disabilities Act accessible; track improvements to eliminate and prevent slow zones in the Milwaukee Subway and Dearbor n Subway; track signal improvements between O’Hare and Jefferson Park; traction power upgrades to improve service and reliability; installation of new water management systems and repairs; special track improvements near the O’Hare station and in the Rosemont rail yard and an upgrade of wireless infrastructure in the subway.

Funding for Your New Blue is expected to come from local, state and federal sources. The first projects are expected to get under way in 2014. Project schedules are still being finalized, but the project is expected to begin with trackwork, following by station renovations, power upgrades and then signal improvements.

Koppers Inc. signed an Asset Purchase Agreement to acquire the crosstie treating business and related manufacturing facility of Tolko Industries Ltd. located in Ashcroft, BC, Canada.

The Pennsylvania Department of Transportation has awarded a contract to Parsons Brinckerhoff for preliminary engineering, final design and construction-phase

Railway Track & Structures

January 2014 7

INDUSTRY TODAY Supplier News services for the rehabilitation of the Mahoning Avenue Viaduct in New Castle, Pa. RailComm has provided a yard control system to a yard in Stevens Point, Wis. The Port of Kalama awarded Railworks Corporation a contract for significant rail expansion and relocation at the Temco, LLC, site in the state of Washington.

8 Railway Track & Structures

FTA issues safety advisory for rightof-way workers The Federal Transit Administration (FTA) issued a safety advisory guidance document concerning the protection of right-of-way (ROW) workers, as well as a request for information from transit agencies and State Safety Oversight (SSO) agencies that will be used to review the nation’s rail transit right-of-way worker safeguards.

The action follows National Transportation Safety Board recommendations issued Dec. 19, 2013, urging the FTA to issue a directive to all rail transit agencies to require redundant protection for railway right-of-way workers.

“October 2013 was one of the deadliest months on record for the nation’s rail transit workers. Three workers were killed and two were seriously injured in two separate accidents on the rail transit right-of-way.

Since 2002, 28 rail transit workers have lost their lives while working to maintain the nation’s rail transit infrastructure,” Federal Transit Administrator Peter Rogoff wrote

January 2014

in a policy letter.

FTA Safety Advisory 14-1 requests that SSO agencies coordinate with the rail transit agencies in their jurisdiction to complete the following: • Inventory current practices, including the identification of the rules, procedures, technology and other elements currently in place to protect ROW workers.

• Conduct a formal hazard analysis regarding workers’ access to the ROW and how the protections identified in the inventory address the consequences associated with each hazard.

The FTA says the ultimate objective of this activity is two-fold: first, to aid agencies in determining options for eliminating access that depends solely on ROW workers to provide protection from trains and moving equipment and secondly, to determine if existing safety barriers adequately protect workers from train movements and other ROW risks.

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INDUSTRY TODAY NRC awards 2013 Field Employee and Rail Construction Project of the Year The National Railroad Construction and Maintenance Association (NRC) selected the winners of its 2013 Field Employee and Rail Construction Project of the Year Awards to be presented at the NRC Conference in Palm Desert, Calif., on January 8, 2014.

Craig Almont of Hamilton Construction has been selected as the Field Employee of the Year. Almont joined Hamilton Construction two years ago from the Central Washington University Construction Management Program. NRC says that he consistently exudes enthusiasm while demonstrating a strong work ethic. One year after his hiring, Hamilton Construction sent Almont to a job in Idaho where he not only exceeded the company’s project goals and expectations, but he also immersed himself into the community and joined the coaching staff of the struggling local high school football team in need of inspiration. Craig managed to keep the project on time and on budget while

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turning a losing football program into the fourth best team in the state.

The Rail Construction Project of the Year award goes to the Delta Railroad Construction Dulles Corridor Project. The Dulles Corridor Project proves that large projects conducted in adverse conditions can be completed on time and on budget when a strong safety culture is embraced, says the NRC. The project required inventive solutions, which Delta delivered through both custom-built equipment and construction practices, as well as special safety considerations for both employees and the public given the urban work environment.

The strong safety record they achieved is commendable, the NRC says, especially in a congested location with difficult access and a tight schedule. Delta’s collaboration and coordination with multiple partners and stakeholders, along with their commitment to safety, significantly contributed to the overall success of the project.

Supplier News TorQuest Partners, in partnership with a group of co-investors, has acquired a majority interest in A&B Rail Services Ltd., a national railway services company based in Edmonton, AB, Canada.

Wabtec Corporation signed a $34-million contract with Sound Transit, in the Seattle, Wash., region, to design, install, test and commission a Positive Train Control system.

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INDUSTRY TODAY PEOPLE BNSF promoted President and Chief Operating Officer Carl Ice to president and chief executive officer, effective January 1, 2014; Matthew Rose, chairman and chief executive officer, will assume the role of executive chairman.

Canadian Pacific appointed Bart Demosk y to executive vice president and chief financial officer (CFO), effective December 28, 2013; Brian Grassby retired as the company’s senior vice president and CFO at year-end.

Pacific Imperial named Charles Patterson chief commercial officer.

Parsons B r i nck e r h off n a m e d L e e Castellion a senior communications engineer in its Denver office and Gunay Gun project manager in its Washington, D.C., office.

RailComm appointed Joe Forgione as president and chief executive officer, succeeding former President and CEO Joe Denny, who has stepped down after almost 15 years of continuous service since founding RailComm in 1999.

Santa Clara Valley Transportation Authority Board of Directors appointed Nuria Fernandez to general manager, effective early December 2013.

Watco T e r m i na l and Port S e rv i c e s named Mark Rice terminal manger,Wellington, Utah; Brad Hayes, terminal manager, Tampa, Colo.;Doug Manuel vice president of terminal o p e r a t i o n s a n d E a r o n B e r o tt e t o t e r m i n a l manager at the Greens Port Crude by Rail Terminal in Houston, Texas.

Watco T rans p ortat i on S e rv i c e s reorganized its leader ship; Gary Lundy will become the chairman of the board; Terry Towner will become vice chairman; Rick Baden will serve as president and chief operating officer; Steve Coomes was named vice president of operations, transportation services; Doug Halverson was named regional vice president of operations for the East Region; Brad Peot was named marketing manager for the Wisconsin & Southern Railroad and Aaron Smith was named to site manager for the Condon Branch, Palouse River and Coulee City Railroad. www.rtands.com

Railway Track & Structures

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NRC CHAIRMAN’S COLUMN

Moving forward

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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I am honored to have served the membership of the National Railroad Construction and Maintenance Association for the past two years. I would like to thank the Executive Committee, Bill Dorris of RailWorks and Chris Daloisio of Railroad Constructors and the entire board of directors for their support.

Tammy Mathews of RailWorks has chaired the Safety Committee for the past two years and has done an excellent job of leading her team. David Armstrong with Commercial Insurance Associates has played an active role working on the safety committee, especially on the Safety Awards program. John Zuspan of Track Guy Consultants continues to donate his time and efforts to leading the development and production of the NRC Safety Training videos and his involvement has been invaluable, thank you John.

Our membership has continued to grow as a result of the hard work of our Membership Committee, chaired by Stephanie Freeman of Coleman Industrial Construction. Stephanie and her committee members have achieved great results gaining new members and retaining current members. Thousands of e-mails, phone calls and personal visits have been made in this effort and, as a result, our membership has almost doubled since 2006. Congratulations to Stephanie and her committee for their role in helping to create the NRC’s growth.

I can’t begin to thank Chuck Baker and his staff for their support over the past two years. Chuck, Matt Ginsberg and Ashley Bosch have done a great job leading the NRC, managing the association’s daily operations and keeping our membership advised of legislative activities that

concern our industry. With the staff from Chambers, Conlon & Hartwell LLC, our active board of directors and our strong membership, I am sure the NRC will continue to grow and flourish.

Congratulations to Nathan Henderson of R.J. Corman Railroad Group, who joins the board of directors this month. I also congratulate those incumbents who were re-elected to new three year terms: Stephanie Freeman of Coleman Industrial Construction, Jim Hansen of RailWorks Corporation, Norm Jester of Herzog Contracting Corporation, Jody Sims of Stacy and Witbeck and Mark Snailham of Balfour Beatty Rail.

As soon as another successful NRC conference has ended, the NRC will pivot to the next events. Make sure to save the date for Railroad Day on Capitol Hill in Washington, D.C., on Thursday, March 13, 2014. The NRC participates in this annual extravaganza with the American Short Line and Regional Railroad Association and the Association of American Railroads and it is a crucial day that lays the groundwork for the rest of the year of hopefully successful government relations and advocacy that the NRC engages in on behalf of its members. Registration and hotel information will be available at http://www. aslrra.org/meetings___seminars/Railroad_ Day_on_Capitol_Hill.

Also save the date for NRC Rail Construction and Maintenance Equipment Auction in Ashtabula, Ohio, on Thursday, May 1, 2014 (https://www.nrcma.org/ ps.railroadequipmentauctions.cfm?ID=180).

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

by Terry Benton, NRC Chairman

Railway Track & Structures

January 2014 13

TTCI R&D Onboard condition assessment of:

by Duane Otter, principal investigator II and Richard Joy, principal investigator II

Bridges using the track loading vehicle

TTCI researchers study onboard technology for finding defects in bridges.

T

o provide better indication of bridges in need of maintenance or more detailed inspection, Transportation Technology Center, Inc. (TTCI), is investigating the potential for using onboard technology to detect bridge impairment or changes in bridge behavior.

Onboard technology offers two potential enhancements to bridge inspection. First, bridges often show behavior under dynamic train loading that is difficult to observe otherwise. Second, an onboard system has the potential to provide observations for hundreds or thousands of bridges, Figure 1: BDTF - Adjustable three-span trestle for evaluation of onboard bridge detection systems.

as opposed to a structural health monitoring system that is fixed and capable of monitoring only a single bridge.

In recent years, several railroad industry bridge experts have noted that the location of bridges and/ or bridge approaches can sometimes be observed in onboard data, such as track geometry measurements.1 Bridge experts have proposed various onboard methods to measure bridge response.

The priority for this study was to investigate the potential use of existing onboard systems to detect bridge defects or significant changes in track support conditions provided by a bridge. This study is first focusing on a very common railroad bridge type, the short-span trestle. Short-span trestles built with steel, concrete or timber spans are common railway bridges in North America. The focus of this article is on detecting weak bridge stringers in trestle bridges.

Background

TTCI and a Class 1 railroad studied outputs from several onboard systems for a line that contains several trestle bridges, most with multiple spans of similar repetitive lengths. The trestles on this line include spans made of steel, concrete and timber. Testing focused on those with timber or steel spans typically 15 feet or less per span. Data was gathered using the following systems: • Railroad track geometry car • Railroad locomotive accelerometer package • Instrumented freight car (IFC) • Track Loading Vehicle (TLV) • TLV track geometry system 14 Railway Track & Structures

January 2014

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Figure 2: TLV testing on the BDTF.

These systems represent three basic types of measurements. The geometry systems provide the typical measurements of track surf ace, alignment, cross level, gauge and related parameters. The locomotive and IFC measurements are primarily acceleration-based measurements, which have proven valuable in finding relatively short wavelength defects, especially related to rail surface conditions. The TLV, using vertical loading, can provide measurements related to track deflection and stiffness.

The studies on the Class 1 railroad verified that some of these systems are able to sense locations of bridges and/ or bridge approaches. But the TLV and track geometry systems showed the most promise. The locations of bridges and/or bridge approaches were sometimes visible in the raw data. The TLV vertical load data also indicated fluctuating responses that corresponded with the span lengths of some of the trestles. But without the ability to change br idge conditions, make repeated runs or perform a destructive autopsy on a bridge, it was difficult to draw any definitive conclusions from the initial studies in revenue service.

However, some technologies showed good potential. In spite of the use of GPS data, locating bridges accurately enough for detailed analysis was also somewhat of a challenge.

Test facility

In order to develop, evaluate and calibrate onboard detection systems for bridge anomalies, TTCI constructed the Bridge Deflection Test Facility (BDTF), consisting of an adjustable three-span trestle bridge. Each span is 14 feet long, for a total length of 42 feet. The bridge can be configured to provide variable support in terms of stringer strength and stiffness and pier top support geometry. The bridge generally follows plans for an open deck T-rail span (sometimes called rail top) bridge, with modifications to www.rtands.com

provide the adjustments desired. Figure 1 shows the new facility.

Pilot testing

Onboard systems similar to the ones used in revenue service were also used on the BDTF to determine their feasibility for use in onboard bridge condition assessment. This article only focuses on the results from the TLV, including both the vertical load testing and the track geometry system. The bridge defect simulated is weak bridge stringers.

Figure 2 shows the TLV passing over the BDTF. The TLV uses an automatic location detector (ALD) system in addition to a global positioning system (GPS). For this series of tests, ALD targets were placed at each end of the BDTF to provide positive locations independent of GPS.

Detection of weak stringers

The BDTF was configured to provide the following three test conditions: 1. Normal condition: all bridge stringers have normal strength 2. We a k c e n t e r s p a n : b o t h stringers in center span weakened 40 to 50 percent 3. East side of center span weak: one stringer in center span weakened 40 to 50 percent Figure 3 shows the east rail deflection response as measured by the TLV under a center bogie load of 40,000 pounds per wheel. For

this plot and subsequent plots, the BDTF is located from coordinates 100 feet to 142 feet on the horizontal axis. Responses for all three bridge configurations are shown.

Notice that at a distance of approximately 121 feet (the center of the bridge), the deflection under load is noticeably higher for the cases of a weak center span (both stringers) and weak stringer (east rail only), as compared to the deflection with all stringers in normal condition. The cases with the weakened stringers are identified.

Figure 4 shows a similar TLV measured response for the west rail under the same three conditions.

Again, the weakened stringers are clearly and correctly identified. Note that for the west rail, the increased deflection is shown only for the case of both stringers weak, not for the case of only the east stringer weak.

The fact that the west rail deflection measurement is not influenced by the weak stringer under the east rail is encouraging, because it indicates that such a system is capable of isolating and locating a defective member with greater accuracy.

Figures 5 and 6, the east and west rails respectively, show the differences between the deflection measurements for weak stringers and for stringers in normal condition. In each rail, the presence of the weak stringer(s) is identified using the TLV under the load Railway Track & Structures

January 2014 15

TTCI R&D Figure 3, top: East rail deflection response measured by TLV under 40,000 lbs. per wheel TLV bogie load.

Figure 4: West rail deflection response measured by TLV under 40,000 lbs. per wheel TLV bogie load.

approaches and changes in track surface over a bridge.

• Both track deflection under load, as well as rail surface track geometry, appear to be key components of an onboard bridge impairment detection system.

This testing demonstrates that it is indeed possible to detect some bridge deficiencies using vehicle-based detection systems. Further development work is needed to bring this technology to use in revenue service on a production basis.

Future work

bogie with 40,000-pound wheel loads on each rail. The signal-to-noise ratio of this measurement seems to be quite high, hopefully providing a good indicator for detecting a weak stringer.

Detection with track geometry system

Track geometry data was collected using the TLV track geometry system for the same three test conditions on the BDTF. The surface data showed the location of the test bridge and the low approaches. Although not tested in this phase, the track geometry data will also be effective in showing geometric defects in a bridge, such as a low pier or a pier that is settling unevenly to one side. Reference 2 contains additional information about the track geometry system.

Summary and conclusions

Testing using the Association of American Railroads’ TLV yielded the following preliminary conclusions: • The TLV’s onboard deflection measurement under 40,000-pound wheel loads clearly and correctly identified changes in strength of controlled test spans at the Transportation Technology Center consisting of rail stringers.

• The rail surface measurement from the TLV’s track geometry system is able to identify low bridge 16 Railway Track & Structures

January 2014

Future research in this area will include fur ther investigations into the use of accelerometer-based systems including an instrumented locomotive and instrumented freight car. Use of accelerometer-based systems is particularly attractive as there are a number of these systems on locomotives currently operating on North American Class 1 railroads. It is likely that acceleration measurements will need more processing, filtering and analysis in order to identify bridge defects. 3 Testing of an alternative measurement of deflection under load might also prove valuable.4 It may provide a similar strong signal for weak stringers in a production-oriented track testing vehicle.

Development of a vehicle-based bridge impairment detection system should at some point consider software and methods to establish and record baseline and periodic measurements to determine changes and rates of change.

Trending analysis could be used to predict when the bridge requires more frequent inspection or maintenance. Some track geometry systems already have this capability, so it might be a simple expansion to add bridge-condition parameters.

Acknowledgements

The authors acknowledge members of the railroad bridge community for contributing general and specific concepts toward this effort: Gordon Davids and Ken Wammel (retired Federal Railroad Administration), Professor Gary Fry (Texas A&M University) and Steve Millsap (retired BNSF).

This research was conducted as part of the Association of American Railroads’ Strategic Research Initiatives Program on railroad bridges.

References 1. Tutumluer, E., et al. April 2012. “Investigation and Mitigation of Differential Movement at Railway Transitions for U.S. High Speed Passenger Rail and Joint Passenger/Freight Corridors,” Proc. of the ASME 2012 Joint Rail Conference, Philadelphia, Pa. 2. Otter, D. and Joy, R. February 2013. “Feasibility of Detecting Weak Bridge Stringers Using Onboard Systems,” Technology Digest TD-13003, Association of American Railroads. Transportation Technology www.rtands.com

Center, Inc., Pueblo, Colo.

3. Orsak, J. May 2012. A Theoretical Structural Impairment Detection System For Timber Railway Bridges, M.S. Thesis, Texas A&M University, College Station, Texas.

4. Wolf, G. September 2012. “Innovative Rail Deflection Measurement System On-track Testing Results,� Proc. AREMA Annual Conference, Chicago, Ill.

www.rtands.com

Figure 5, left: East rail difference in deflection response measured by TLV under 40,000 lbs. per wheel TLV bogie load compared to normal condition.

Figure 6: West rail difference in deflection response measured by TLV under 40,000 lb. per wheel TLV bogie load compared to normal condition.

Railway Track & Structures

January 2014 17

The latest brush-cutting technologies and herbicide treatment applictions help to keep unwanted vegetation at bay.

The NMC HREA 324 brush cutting in Seattle.

Cutting out the extra

brush

M

other Nature has a way of creeping up quickly on railroad rights-of-way and, while vegetation is good for the earth, it is not so great for the travel of people and goods on the rails. Suppliers continue to beef up machinery and study new herbicide mixes to keep brush back.

Asplundh Asplundh now has its hi-rail Eco Flex cutter in full operational service and says it has the longest reach of any on-rail or hi-rail machine (38 feet) and can cut both sides in a single pass. The cutter is balanced without the need to extend the opposite arm and can work sidings or double track without the need for fouling time. There are three cutter heads (flail/rotary/saw blade) that can handle brush and trees up to a five-inch diameter and can simultaneously apply herbicide to the cut brush stubble to avoid the need for follow up brush spraying. It can cut below grade, down to 15 feet for cutting weeds and brush under bridges and the company says it has the highest reach for clearing signal sight distances than any comparable machine.

“Railroads historically cut miles of brush every season (both in house and with outside forces) and the majority of those miles never see any herbicide applications to eliminate the regrowth, hence, why the brush control is short term,” noted Gerry Blase, manager of Asplundh. “The Eco Flex cutter offers cutting and spraying at the same time and reduces the subsequent down the road cost to spray the re-sprouted brush. The hi-rail flexibility offers the railroads the ability to address ‘hot spot’ areas that need immediate brush cutting.

The cutter can be dispatched to a specific area and clear out the problem (signal obstruction/brush striking equipment) and then move on to another area.”

New technology and the development of products, chemical or mechanical, come into the industry at a cost higher than the current market, says Blase, who notes that railroads seem more reluctant to venture into more costly vegetation products or equipment during current market conditions.

“However, a few North American railroads are continuing to take 18 Railway Track & Structures

January 2014

by Jennifer Nunez, assistant editor

advantage of the cost savings offered by the Chlorovision system and we expect that interest to expand,” he said.

Boatright Boatright Companies says its key recent developments have been in software and technology.

“With new mapping technology, we have been able to schedule railroad applications on a tighter time basis, thus, increasing efficiency and more accurate results,” noted Ashley Baker, assistant vice president. “Operators can easily photograph problematic areas with onboard file documentation and reminders for future applications. IT has been and will continue to be an important part of our vegetation control business at Boatright.”

She says spray drift is a constant concern and its trucks have wind speed indicators that assist operators in the field.

“Anytime you have wind gust during a spray application you have a potential for a big problem,” Baker explained.

Boatright says the market is always affected by the economic conditions and that a railroad may cut back from three applications to just two if traffic is down.

Brandt “When mechanical equipment is needed to control vegetation, customers ask for reliable, versatile equipment that can efficiently tackle both large vegetation (four to 10 inches) and lighter vegetation in one pass, which is important for higher productivity,” said Neil Marcotte, sales and marketing manager. “They are also asking for a vehicle that can manage the mainline brush but then also manage sight lines at crossings off track; a vehicle like the Brandt Rail Tool that can reach 28-plus feet on the right-of-way and then get off the rail quickly at a crossing.”

Marcotte also says customers are asking for flexible ways to get their work done. Brandt manufactures equipment but also leases, rents and provides it as a complete service. The Brandt Rail Service Company based in the central United States has vegetation www.rtands.com

management equipment stationed at various locations throughout the country to help customers tackle their vegetation problems.

DBi Services According to Wayne Hug, vice president, Railroad Division, DBi Services, many of its customers are looking for experienced applicators that are not tied directly to certain chemistries or manufacturers. He says that with changing weed pressures, service providers need to have flexibility to utilize only those chemistries that will cost-effectively get the job done and notes that customers are looking for applicators that can satisfy performance standards and provide performance information as timely as possible.

“The single largest challenge in our industry today is the continued development of herbicide resistant weed species,” Hug explained.

“This has been a challenge in our industry for at least the past 10 years. However, I have seen the challenge become even more difficult in recent years.”

Hug notes that the leading cause of herbicide resistance development is the repeated use of the same herbicides, or herbicides with the same modes-of-action, year after year. Hug cites a lack of new herbicide development resulting in limited control options as a contributing factor to this problem.

“Roughly 10 years ago, a lot of brand name product patents began to expire that created huge expansion opportunities for the generic market,” he said, “As costs for generic products came down, control of certain species became more difficult because the chemistry at hand had already been heavily used for several years. The end result is many of the products that effectively controlled challenging species just a few years ago, now have almost no effect on our most difficult challenges today, such as kochia, sprangle top and even crab grass. While the old chemistry still effectively controls 80 percent to 90 percent of the weed and grass species we encounter, it is effectively eliminating competition for other, more difficult to control species and those species populations are increasing at rapid rates.”

Hug says that in the past few years, a couple of major chemical manufacturers have developed few effective products that actually have new modes-of-action and their specific mode-of-action is not likely to encourage resistance development.

“While it’s encouraging to have some new tools at our disposal, the down side is they come at a much higher cost,” he said. “The introduction of generic products drove market costs down for several years. Now that we have to return to newly patented chemistry to achieve the same results we achieved just a few years ago with generic chemistry, the market is going to have to bear the cost of the new chemistry to achieve the desired results. Our challenge with chemicalresistant weed species is comparable to the challenges humans are encountering today with ‘super bugs.’ The good news for our industry is we do have some new tools that can effectively control today’s so-called ‘super weeds’.”

Hug notes that weeds have continued to mutate and old chemistries are simply not as effective as they were five-10 years ago and says that as newly patented chemistries are introduced, the cost-per-acre for treatment is driven upward.

MERCIER’S “With increased demand to keep the rail cars moving in a rail yard, it has become more and more inconvenient and inefficient for the railroad to utilize traditional herbicide application methods for vegetation management,” said Craig Mercier, president and chief executive officer of MERCIER’S, Inc. “The savings for a railroad by eliminating track personnel, engine crew and arranging track time is www.rtands.com

Railway Track & Structures

January 2014 19

vegetation management Top, Asplundh flex cutter at work on Canadian Pacific rail.

Top middle, the Brandt Rail Tool cutting away at brush.

Bottom middle, DBi Services is using more aluminum in the construction of its high capacity hi-rails to reduce vehicle weight, improve fuel mileage and reduce its carbon footprint.

Bottom, MERCIER’S Radio Actuated Treator in action.

also features a variable rate material flow mechanism from ounces to pounds per acre, as well as an adjustable spread pattern from three feet to 16 feet wide.

“What this means to the railroad industry is that they will no longer have to move railcars for the hi-rail spray truck to gain access to the track,” he noted. “No railroad employees are necessary to affect the use of RAT. Additionally, with the proprietary encapsulated blend of dry herbicides, the application can be done during months when yard traffic is not as intense and still provide season long control for the railroad. Having introduced RAT to several railroads already, they are excited to hear and see the future of yard application work and vegetation control.”

Mitchell Equipment Mitchell Equipment Corporation has developed a two-wheel hydra-guide rail drive system for hydraulic excavators that can have vegetation equipment installed.

“Customers are asking for more reach over the side with the hydraulic excavators, which can be accomplished by having an excavator equipped with our hydra-guide rail gear that achieves the same stability on rail as on the ground and our two-wheel drive system with its hydraulic suspension and traction control can get to the work site quickly,” explained Estel Lovitt, president. “The quick on-off track capability without the need of a crossing allows work to be done in short work windows.”

With the use of a hydraulic excavator for weed control, the trees and brush can be removed with a brush cutter and the excavator can prepare the ground for re-growing vegetation that helps prevent re-growth of weeds, grass and trees, notes Lovitt. He says the excavator could just as easily be fitted with the appropriate spray equipment to replant native vegetation that resists the harmful regrowth of weeds and trees. Lovitt points out that in the long term, a re-growth program could reduce the constant cutting of weeds and trees that are harmful to the track structures.

NMC Railway Systems

thousands of dollars per day. Having seen firsthand the challenges and the costs the railroad incurs to work our spray truck onto the tracks, MERCIER’S, Inc., is proud to make available our Radio Actuated Treator (RAT).”

RAT is a patented robotic based, remotely controlled, dry herbicide spreader. It has the capability to be maneuvered between the rails and small enough to ride under a rail car. In the body of RAT, cameras are mounted to visually control travel down and between the rails. It 20 Railway Track & Structures

January 2014

NMC Railway Systems says its customers are always looking to increase access to remote track lines to access overgrowth and isolated maintenance projects and points to its hi-rail excavator product lines, which the company says can help the railroads access those areas in a timely manner without having to use a lowboy.

“The hi-rail product line also offers the ability to use multiple attachments including brush cutters, under cutters, tie inserters and tie tampers without having to switch machines, allowing operators to complete multiple projects in a timely and safe manner,” explained Todd Guenther, railroad specialist,.

With a typical increase in re-growth during the spring, Guenther notes that NMC Railway Systems sees an increased interest in www.rtands.com

vegetation management working conditions for railroad personnel.

“The use of a high quality water conditioner should be considered when designing railroad vegetation control programs,” Telez noted. “The water used in the application should be treated as an integral part of the program. The use of a water conditioner insures that the herbicides being used do not get bound to hard water and will perform better once they reach the target site.”

Left, Mitchell’s excavator with HydraGuide rail gear. Right, RCE’s 120D Ontrack Brush Cutter working to remove unwanted vegetation. vegetation management equipment and suggests railroads revisit heavy vegetation areas with a high probability of re-growth at least three months after the initial visit.

“Products, such as our brush cutter attachments with blades available in 36-inch and 54-inch diameters and available in either fixed position or 360-degree rotation, are excellent tools to manage overgrowth,” he said. “Also in demand are skid steers with attachments including the mulcher, which can break down larger brush and small trees up to four feet in height and the mower attachments to control large weeds and grass overgrowth.”

NMC Railway Systems says it is continually looking for ways to help railroads reach remote track locales to help maintain the best maintenance-of-way practices.

With new innovations in its hi-rail series of excavators, the company says it can help railroads obtain better results and higher productivity in remote track locals in brush cutting and vegetation management.

“Economics definitely are a factor when it comes to track maintenance,” Guenther said.

“When the economy is down, tracks may not be in a state of usage that they would be in booming times or even average economic times. Therefore, railroads have both the time and the track availability to update the maintenance on tracks. Although businesses may see a downturn in demands, the demand for our maintenance-of-way products usually holds steady throughout an economic slump.”

three-way formulation that will control broadleaf weeds and vines,” noted George Telez, sales manager Midwest and Plains.

“Spoiler can be tank mixed with residual products to provide safe and effective control year round on rights-of-way.”

Telez notes that the Drift Control Task Force continues to update best practices and recommends all applicators familiarize their employees with best practices to insure safe applications of herbicides.

“Nufarm continues to develop Aquasweep Herbicide,” he added. “Aquasweep is fully registered for right-of-way, range and pasture, as well as aquatic applications. In demonstration plots, Aquasweep has provided control of invasive species, such as Russian Olive and Salt Cedar.”

Telez shared that herbicide resistance continues to be an increasing problem in the railroad business segment and added that railroad applicators should monitor applications and program products with different modes of action to insure quality results from their work. At the least, he says, herbicides should be rotated every three years to prevent call backs and maintain good

Nufarm With the global shortage of technical dicamba, Nufar m Americas Inc. has developed Pyresta herbicide. Pyresta is a formulated product containing 2,4-D ester and Pyraflufin. The product is said to be ideal for early season burndown of hard to control broadleaf plants and vines.

“Spoiler herbicide is an economical 22 Railway Track & Structures

January 2014

RCE Rail Construction Equipment Company is currently developing an additional brush cutting machine that is based off of the RCE 135G hi-rail excavator, which will be a machine that can cut brush on- of off-track.

“The 135G hi-rail unit will provide the end user the ability to cut everything from mainline to clear ing crossing quadrants, along with the ability to change out the attachment and perform other rail maintenance tasks a standard hi-rail machine can do,” explained Dennis Hanke, sales manager. “The 135G, along with our current 130G on-track brush cutter, will give end users several choices to address and maintain the brush along their railroad.”

Hanke says that RCE customers have been asking for versatility and that the 135G brush cutter will provide just that.

RCE has seen a greater demand for the leasing of this type of equipment, as budgets seem to have tightened up for equipment accusation.

“When considering cutting brush, it’s much more efficient to do so in the fall through the early spring,” he said. “This provides a better ability to see what needs to be cut increasing productivity and reducing the chance of hitting debris, which can lead to down time conditions.”

NRCA Weed Control Seminar Harvy Holt, manager of Green Systems Analtics, LLC, says anyone using herbicides to managing railroad vegetation should consider attending the annual NRCA Weed Control Seminar, which, this year, will be held January 27 to January 30 at the Indianapolis Marriott East. The program is composed of two sessions: Session I prepares conferees to take the certification exams; Session II is continuing education for licensed applicators.

Session I covers plant biology, application equipment and calibration, herbicide characteristics and formulations, applicator safety, environmental concerns, herbicide label interpretation and laws and regulations. AREMA Committee 1, Sub-Committee 9 Vegetation Control, will meet January 29 before Session II. The objectives of the seminar are to: Provide railroad applicators the opportunity for reviewing and updating in order to meet the high standards of performance of both the association and the states and help new applicators prepare for initial certification. The association works to gain acceptance of this program in as many states as possible. The program contains pesticide-related material generally suitable for continuing certification approval in rights-of-way.

www.rtands.com

CANADIAN NATIONAL

CN learns from past experience and develops a thorough plan to tackle snow and ice before they become a problem.

A CN train making its way through the snow in East Durand, Mich.

When winter comes

calling T

he unpredictable nature of winter weather and its accompanying cold, ice and snow can throw railroad operations into chaos, not to mention ravage the stress levels of railroad maintenance personnel.

Canadian National’s President and Chief Executive Officer Claude Mongeau labeled the winter weather the railroad experienced during the first quar ter of 2013, which included extreme cold and heavy snows in Western Canada, as an operational challenge that “hampered operations, congested the network and constrained volume growth.”

While CN took immediate steps to “restore the service level expected” by customers, the railroad also developed a detailed plan to prepare for this season’s www.rtands.com

by Mischa Wanek-Libman, editor

weather challenges.

CN says its WinterREADY plan ensures that the railroad is ready when severe weather is expected, recovers quicker when a slowdown occurs, continues coordination between all stakeholders, allows timely notification to customers and puts specific action plans in place for specific areas.

According to Mark Hallman, director communications and public affairs, the WinterREADY plan is designed to help promote network fluidity in extreme weather conditions, including very low temperatures and heavy snow. The plan’s key objectives include investing to improve network capacity and resilience; adding winter equipment with better processes, having additional people Railway Track & Structures

January 2014 23

CN’s winterready plan

“Over the last 12 months, we have engaged customers more than ever, determined to learn and better position ourselves to succeed this winter.” available and a rigorous response plan.

To begin, the railroad’s mainline between Edmonton, AB, and Winnipeg, MB, saw major capacity enhancement efforts during the past year that support the WinterREADY strategy. CN also performed significant work on its Prairie North Line, which runs parallel to the mainline, to provide additional capacity.

C N ’s 2 0 1 3 c a p i t a l p r o g r a m , which was made public in February 2013, earmarked funds to continue CN’s extended siding program in Alber ta and nor thern Ontario for all types of traffic, including crude.

Its mainline in Saskatchewan underwent double-tracking in por tions, while new signals were added on CN’s Alber ta mainline and yard capacity and sidings were added in the Baton Rouge, La., area.

“On April 22, 2013, CN announced that, to improve network resilience, particularly given expectations of continued strong volume growth, CN was undertaking several capacity enhancement projects in its Edmonton-Winnipeg corridor, in 24 Railway Track & Structures

addition to what had been previously planned. These and other productivity initiatives are boosting CN’s planned 2013 capital spending to CA$2 billion (US$1.88 billion), an increase of CA$100 million (US$93.97 million) over the original 2013 plan,” said Hallman.

CN’s western corridor upgrade program, which was completed at the end of 2013, include increased capacity on the busy Wainwright, Watrous and Rivers Subdivisions between Edmonton and Winnipeg to accommodate rising overall volumes of traffic, including merchandise, bulk, intermodal and crude oil traffic.

Th e CA $ 70 million (US $6 5.78 million) project also includes yard track extensions in Symington Yard (Winnipeg), Chappell Junction (Saskatoon) and Wainwright, as well as extended sidings on the main corridor and discrete sections of mainline double track.

H a l l m a n s a y s t h e r a i l r o a d ’s Prairie North Line saw an additional CA$30 million (US$28.19 million) in upg rades, pr incipally between

January 2014

Saskatoon, SK, and Edmonton.

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

As far as equipment and practices are concer ned, Hallman says CN contracts with professional weather forecasters to assist in anticipating and responding to extreme weather conditions. The railroad aims to quickly remove snow in key areas and have its forces in place in advance of a storm.

CN also increases the frequency of rail flaw-detection inspections and ensures snow-fighting equipment, including switch heaters and blowers, are in optimal condition to deal with snowy conditions.

The railroad’s WinterREADY plan increased installation of covered switches and included switch upgrades at Kirk Yard, Mac Yard and Symington Yard. Additionally, H a l l m a n s ay s t h e r a i l r o a d h a s increased the use of anti-freeze to thaw switches and upgraded switch melters and blowers.

CN also spent CA$4.6 million (US$4.32 million) to augment its snow fighting equipment fleet with the purchase of eight ballast regulator/snow fighter machines and 10 detachable snow blowers across its network. CN has added backup generators with failover and autostart features, as well as new lifting equipment at key network locations.

To complement its capacity and e q u i p m e n t f l e e t i m p r ove m e n t s , the railroad has a strategy to make better use of power and developed a response plan for when a weather event occurs.

Highlights of CN’s better power strategy include performing a winter maintenance blitz on all system locomotives, introducing 30 new high capacity Alternating Current locomotives along the WinnipegChicago cor r idor and upg rading locomotives to prevent snow ingestion and protect radiators from snow accumulation. www.rtands.com

CN’s winterready plan

CANADIAN NATIONAL

Opposite page: A Knox Kershaw snow fighter in use on CN’s network following a large snowfall.

This page: A CN train in Jasper, AB. CN relied on customer input when putting together its WinterREADY plan.

Once winter weather does hit, the railroad’s response plan will ensure c o n t i n u e d m ove m e n t o f g o o d s by having alternate plans for key terminals and yards, readying cold weather detour schedules, having the ability to redirect workflow to improve response time and a situation room where quick decisions can be made in response to major issues.

When the railroad revealed its W i n t e r R E A DY p l a n i n e a r l y November 2013, CN said the plan was the result of it listening, learning and adapting, “Over the last 12 months, we have engaged customers more than ever, determined to

www.rtands.com

learn and better position ourselves t o s u c c e e d t h i s w i n t e r … We ’ ve examined how we can add resilien-

cy onto our network and how we can improve communication flow with timely notification.”

Railway Track & Structures

January 2014 25

Advancements in equipment and technology push detection of rail flaws to new levels.

Herzog Services, Inc., will put its recordable B-Scan push cart into service during the first quarter of 2014.

by Mischa Wanek-Libman, editor

the found

flaw

T

he past year, be it for positive or negative reasons, has thrust North American railroads’ inspection practices into the spotlight. Rail-flaw detection service providers are keenly aware of the responsibility that has been and will continue to be on the industry’s shoulders to provide accurate and reliable assessments of a railroad’s assets to keep operations running in a safe manner.

L.B. Foster

According to Phil Huebner, technical sales director for L.B. Foster Salient Systems, the company’s RailStress Monitor™ (RSM™) had a number of new developments in the past year, while the INTELLITRACK ® Navigator software platform underwent user-driven enhancements for display and alarming.

“Earlier in the year, we completed the development of a new wayside reader that wirelessly collects data from the RSM, uploading it to our INTELLITRACK Navigator. We also introduced the next generation RSM that is lighter, smaller and much more cost effective. The RSM has also incorporated a new guard design that attaches more efficiently to the rail. This version can use pin brazing technology as an option or it can be attached using a backing plate with an adhesive,” said Huebner.

The past year also saw the company expand its market presence after successfully concluding trials in South Africa and with a major North American transit system that resulted in the installation of a number of RSMs. Said Huebner, “High or low rail stress is the invisible rail flaw. Rail stress is not visible to the naked eye. And it can change based on track stability, temperature, curvature, maintenance and rail traffic. The amount of longitudinal stress in the rail will determine whether a rail will buckle or break. www.rtands.com

But it is impossible to know if you are in danger of a buckle or break in the track due to high or low longitudinal stress by simple visual inspection.”

He continued, “Rail expands and contracts with temperature changes. At RNT (Rail Neutral Temperature, also called SFT, Stress Free Temperature), the rail is neither compressed nor tensioned. Rail is ideally installed at a defined target RNT for a particular track region with the goal of minimizing rail breaks, track movements and rail buckling. RNT can change over time, which creates the opportunity for a rail buckle or break situation. Railroads can judge whether conditions for a buckle or break to occur exist by knowing the actual RNT and moving in a deliberate fashion to manage the potential risk.”

Huebner explained that railroads issue slow orders to reduce the velocity of cars at predetermined ambient temperatures when the potential for a buckle or break are high. He said if railroads can identify when there is longitudinal stress inside the rail, they could reduce the number of slow orders that they issue. Additionally, Huebner says rail breathing, when rail moves in extreme temperatures, can be detected by the RSM modules because the action affects RNT. “By monitoring the RNT, the railroads can administer their track in a safer and much more cost efficient manner,” said Huebner. “Managing rail stress using currently available technologies is a time consuming and highly disruptive operation for railroads and transit agencies. Because the ambient temperature and the RNT change over time, the RSM provides real-time track monitoring. Until it was introduced, there was no way for a railroad or transit to monitor rail stress on a continuous basis and take proactive corrective actions. We believe that this product is unique in the way that Railway Track & Structures

January 2014 27

rail-flaw detection

L.B. Foster introduced the next generation of its RailStress Monitor, which the company says is lighter, smaller and much more cost effective.

it functions and communicates. ” Once the RSM device is installed on track, it sends data to either a wayside or handheld reader. All data is then uploaded via cell towers to a data center. The customer can then access this data through INTELLITRACK Navigator, which permits exception based management of sections of track. Huebner points out that stress and temperature are measured once per minute making the technology highly effective and INTELLITRACK Navigator can generate proactive alarms and warnings on a real time basis to designated railroad personnel for corrective action.

Concluded Huebner, “As we continue to enhance our product offerings we are very excited about our future business opportunities.”

nologies,” said Elbert.

He notes that a nine-percent reduction in available track time from 2012 to 2013 has the company looking at ways to become more efficient with its on-track movements in order to maintain a consistent level of productivity and meeting its customers’ expectations.

HSI has implemented new protocols to alert production managers in the event of extended periods of “wait” time, which could be from train delay or other delays. The company also adopted a heightened preventative maintenance program to address any potential problems the onset of cold weather would bring.

“Safety is always a concern for Herzog Services, Inc., as well as our host railroads. Increased communications to the field from the safety department, increased training requirements, certification tracking and heightened situational awareness have been the top focus for 2013 and will continue to be a focus in 2014 and beyond, ” said Elbert.

Herzog Services

Nordco

What some see as “headaches” on track, Herzog Services, Inc. (HSI), says it sees opportunities to solve problems for its customers and provide them with the most efficient service available.

“A solution to one of these obstacles has been in the form of a recordable B-Scan push cart for crossover and yard testing,” said Troy Elbert, assistant vice president at HSI. “Beta tested and implemented in the summer of 2013, the new unit has proven to be a rugged and reliable machine with the follow-up unit being tested and implemented into revenue service within the first quarter of 2014. The new B-Scan push cart has recording capabilities with GPS tagging of testing data. The single RSU has a full complement of transducers for optimal testing in a lightweight, portable package. We look forward to full integration of this new unit within our Portable Testing Fleet throughout 2014.”

HSI is readying the final phase of development of its 2020 Ultrasonic Rail Testing platform following successful testing this past summer. Elbert says work is currently underway to refine the user interface to closely mimic current data presentation, which will greatly reduce the learning curve.

“Intuitive interaction, such as real-time 3D modeling of the sound reflectors within the rail, will further help the chief operator make more informed decisions, reducing the amount of false positives, reverse movements and stop times to verify indications by hand. This will result in an increased average test speed and daily production,” said Elbert.

He expects the upcoming year to be a productive one for the company’s development projects.

“Both products [B-Scan push carts and Herzog Services, Inc., 2020] are aimed at increasing productivity, reliability and detection of internal defects. Additionally, services such as light geometry, joint bar inventory and inspection services centered around fasteners and other fixation devices can be integrated into both current technology, as well as future tech28 Railway Track & Structures

January 2014

Nordco Inc. says it continues to enhance its flagship Flex rail-flaw detection system, by improving both hardware and software components. Nordco explains the latest feature for the system is an integrated vision system, which has cameras mounted under the Flex truck to allow the operator to ensure carriage alignment before and during testing operations, improving the overall reliability of test results.

The company is developing an easy-to-ship, easy-to-deploy rail-flaw system, known as the skid-mounted Flex. The system will have all the components of its Flex rail-flaw detection system – testing carriage, connections, computer/monitor, etc.

–fitted into a shipping box that fits in the back of hi-rail pickup vehicle and can also be shipped through commercial shipping services. Nordco says the skid-mounted Flex can be unpacked, set up and fully operational in an hour, allowing the Flex to be truly portable, a good fit for its customers with geographically dispersed testing needs.

“Our testing software now includes a track permit validation enhancement,” said Bob Coakley, director of sales and marketing at Nordco. “When the operator receives the track time information from the railroad, either/both the mile poles or times are entered in the system. Shortly before the track permit parameters are met, e.g. 10 minutes before time expiration, the operator receives a warning message.

This allows the operator to either quickly exit the track or call for a track permit extension. The testing software automatically shuts down if the operator does not respond to the warning message.”

Sperry

Sperry Rail Service says it continues to advance its core technologies, as well as adjacent technologies to enhance its portfolio of services, which include ultrasonic, electromagnetic and vision-based inspection technologies. www.rtands.com

rail-flaw detection

Top, Sperry recently introduced a prototype Yard Test Vehicle, which is designed to support yard testing.

Nordco said it has enhanced its Flex system with improved hardware and software components.

“By continuously enhancing our core portfolio of products and systems, we are able to offer our customers heightened testing quality which directly correlates to a positive rate of return on investment. Additionally, utilizing our core ultrasonic/induction expertise coupled with adjacent technologies, we are able to offer a greater resource to the customer while reducing our footprint,” said Ron Davis, Sperry’s business development manager for North America.

The company reports a global interest in the concept of high-speed testing following the launch of its SRS119 nonstop testing vehicle.

Frank Stillman, who manages the Eastern United States and Canadian territories, states, “Our dedicated team supporting the SRS 119 non-stop testing vehicle has driven a marked increase in track coverage. Along with increased speed, our advanced guidance system allows for automated control of test integrity and has allowed us to test upwards of 200 miles per day with this vehicle while seamlessly utilizing remote analysis and posttest verification. The result has been a dynamic shift in the way both Sperry and some of its customers view the future of rail testing and the efficiencies we are seeing with this model. By adding adjacent technologies to this proven concept, we can now take this process to the next phase, further enhancing the customers 30 Railway Track & Structures

January 2014

track utilization and ROI modeling.”

Sperry’s remote analysis team is dedicated to the nonstop testing model, which allows its field teams to focus their efforts on collecting data and accurately and timely verifying rail defects to be taken out of service. Sperry says this provides the opportunity for the railroad, based on its own requirements and needs, to achieve the lowest-cost, highest quality contracted service.

Sperry has also introduced a prototype Yard Test Vehicle (YTV) the company says is specifically designed to be a more cost-effective platform to support yard testing, allowing customers to optimize the use of full size vehicles on the main track corridors.

Simon Broomhead, director of engineering, commented, “The YTV… is a clear example of our ongoing focus to reduce the footprint of the technology and process occupying the railroads infrastructure, thereby consuming track time. The key is that the specific inspection technology available across the product range is not compromised to achieve the logistical objectives of the service offering. That is where ‘fit-for-propose’ drives the innovation process.”

Sperry’s DCS Live, a real-time reporting program with GIS mapping, offers various configurable options that can support an array of customer specific requirements, allowing them to optimize RFD asset utilization, while providing realtime test results.

Tim Hance, West Coast regional manager, points out, “identifying inefficiencies in real time, enhances our ability to engage the customer immediately; ultimately increasing productivity.”

In addition to new products, Sperry launched a safetyfocused program, Sperry Action for Excellence (SAFE), aimed at reducing inefficiencies and variability within its business. Sperry says the program, which is built on the industrial improvement models of “Lean” and “Six Sigma,” will prioritize both what is important to its customers, as well as its business, attacking those areas where it can affect positive change.

“Sperry’s number one metric of safety, along with our new focus on SAFE, will continue to be fundamental to what we are about,” said Jamie O’Rourke, general manager.

“As Sperry continues to position our products and services around the world, the best way for our customers and our company to advance further is to do so operating from an effective and efficient business platform. This is how we will ensure we have a safe, productive and exciting future that benefits all of us.”

Sperry aims to be an integral partner in its customers’ asset management and says its integrated approach continues to refine the RFD footprint to better support customer needs with various forms of track inspection technologies, defect trend analysis and optimization of test segments. www.rtands.com

AREMA NEWS Professional Development Upcoming seminars

railroad surveying 101 January 17, 2014 Iowa State University Ames, IA February 5-7, 2014 Atlantic City, NJ Introduction to practical railway engineering April 28-30, 2014 UNLV Las Vegas, Nevada track alignment design May 1-2 , 2014 UNLV Las Vegas, Nevada Introduction to practical railway engineering July, TBA Montreal, Canada railroad bridge load rating - steel structures September 15, 2014 New Orleans, LA Environmental Permitting for railroad construction projects September 28, 2014 Chicago, IL In conjunction with the AREMA 2014 Annual Conference & Exposition

For additional information please contact Desirée Knight at dknight@arema.org or visit www.arema.org.

www.rtands.com

Message from the President

A new year and new opportunities

By Joe Smak

Joe Smak AREMA President 2013-2014

Happy new year to ever yone. I hope that you had a g reat holiday season, like I did. I was able to spend Christmas and New Year’s with my family and friends, which is what the holidays are all about.

This is the time of the year for resolutions and setting goals.

I have personal resolutions, which I will try to keep (but never seem to do) and I have professional goals that I have set, as well. As for AREMA, our organization starts 2014 very strongly with a membership count at more than 6,500, the highest in t h e o r g a n i z at i o n ’s h i s t o r y. A R E M A c o n t i n u e s t o g r ow and there is much work ahead. The various committees will develop new subjects in the areas of their expertise and will review and revise existing subject matter to bring them up-todate. New revisions of the Manual for Railway Engineering and Communications and Signals Manual will be available and a new revision of the Portfolio of Trackwork Plans will be published in 2014. AREMA starts 2014 with 17 student chapters, with several more waiting to be established this year. Three years ago, there were only five student chapters in AREMA. This increase not only speaks for AREMA’s educational program, but also reflects the increasing trend of colleges and universities teaching railroad engineering. Talk about a worthwhile goal. These programs are the future of railroad engineering in our industry.

Most, if not all, railroads have already planned their 2014 work programs. And all railroads have prepared for any snow, ice and winter storm events. The supply industr y is gearing up for yet another prosperous year. This speaks well for the opportunities that lie ahead in 2014 for the entire industr y.

During the first week of Januar y, the National Railroad Construction and Maintenance Association, known as the NRC, is holding its annual conference and the Railway Engineering Maintenance Suppliers Association (REMSA) is holding its annual exhibition. The NRC conference is an excellent event for contractors, suppliers and manufacturers to meet with the railroads to discuss oppor tunities for the coming year. The NRC-REMSA exhibition is also an excellent event to display new and improved products and services. I was asked to give a presentation titled “AREMA Update” that will highlight AREMA activity from last year and the coming year. I will also be presenting “Amtrak’s 2014 Capital Program and Oppor tunities for Contractor s and Supplier s” that will highlight upcoming programs for the year. I want to take this oppor tunity to thank Terr y Benton and Chuck Baker from Continued on page 32 Railway Track & Structures

January 2014 31

AREMA NEWS

2014 Upcoming Committee Meetings Jan. 7 Jan. 28-29 Jan. 30 Jan. 30-31 Feb. 10-11 Feb. 12-13 Feb. 21-22

Committee 10 - Structures Maintenance & Construction Palm Desert, CA Committee 15 - Steel Structures Fort Myers, FL Committee 9 - Seismic Design for Railway Structures Spring, TX Committee 8 - Concrete Structures & Foundations Captiva Island, FL Committee 1 - Roadway & Ballast Ft. Worth, TX Committee 7 - Timber Structures San Antonio, TX Committee 24 - Education & Training Jacksonville, FL

March 4-5 March 5-6

March 6 April 2-4 April 3-4 May 8

Committee 39 - Positive Train Control Overland Park, KS Committee 38 - Information, Defect Detection & Energy Systems Overland Park, KS Committee 27 - Maintenance of Way Work Equipment Las Vegas, NV Committee 37 - Signal Systems Harrisburg, PA Committee 4 - Rail Pueblo, CO Committee 9 - Seismic Design for Railway Structures Chicago, IL

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

Continued from page 31 NRC and John Fox and David Soule from REMSA for the opportunity to attend the conference and exhibition on behalf of AREMA and Amtrak. One of my goals is to continue the g reat relationship that AREMA shares with NRC and REMSA for the future.

So, the new year has resolutions, goals and opportunities. I am not going to put my resolutions in writing, but see me at the end of the year and I will tell you how I did. But I do have my goals concerning AREMA. Leader ship of the organization and foster ing student chapters are among some of them. Strengthening the relationships between AREMA and NRC, REMSA, RSSI, RSI and RTA, among other industr y organizations, is one of my main goals. Helping plan a great 2014 annual conference is another, as is continuing to guide the world class technical work that is the core of AREMA. So, best regards for the new year and I hope you take all the opportunities that 2014 will offer.

Be safe in all that you do.

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.

FYI… HAPPY NEW YEAR Online dues renewal is now available.

To pay online, log into www.arema.org then select “Dues Renewal” from the “Membership” drop-down menu. Print renewal invoices have been mailed.

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.

Call for entries for the 2014 Dr. William W. Hay Award for Excellence. The selection process for the sixteenth W. W. Hay Award has begun. Entries must be submitted by May 30, 2014. Please visit www.arema.org for more information.

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

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

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 32 Railway Track & Structures

January 2014

Not an AREMA Member?

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

Getting to know Michael K. Williams, PE Each month, AREMA features one of our committee chairs. We are pleased to announce that the January featured chair is Michael K. Williams, chair of Committee 16 - Economics of Railway Engineering & Operations.

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

WILLIAMS: As a pending graduate in 1985, I had no more than a casual knowledge of railroads. One campus interview later and I was contemplating an offer from Norfolk Southern. A college advisor told me that the railroad industry was a good place for a young civil engineer to start a career. He was right; I accepted the offer and I have never regretted that decision.

AREMA: How did you get started?

WILLIAMS: Upon completing the engineering training program, I leveraged my interest in structural design into a position as assistant engineer structures. I later took a position in the NS Public Improvements group.

That allowed me to oversee the design of multiple projects, negotiate with public agencies and manage internal processes. At the time, I was an active member of Committee 15. In 2002, my career took a 90-degree turn and I was provided the opportunity to help develop the capacity analysis and planning function in NS’ Industrial Engineering Department.

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

WILLIAMS: Committee 16 is the perfect place for a railroad industrial engineer or anyone interested in the economic aspects of railway engineering. We bridge the gap between engineering and operations and our members typically have an interest in both areas. Committee 16 covers many diverse topics, such as railway location, train performance, power, capacity, industrial and systems engineering, public improvements, program work, construction and maintenance operations and others. I joined Committee 16 when I changed career paths in 2002 because it was a natural fit for my new responsibilities.

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

WILLIAMS: I have been a runner for many years and when I travel for work, running shoes are frequently found in my suitcase next to my work boots.

AREMA: Tell us about your family.

WILLIAMS: Jackie and I have been married for 22 years and we are very proud of our two children. Our son is a sophomore at Clemson University and our daughter is a high school junior.

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

WILLIAMS: I have run the AJC Peachtree Road Race, the world’s largest 10K with 60,000 runners, 22 times. I have never won.

AREMA: What is your biggest achievement?

WILLIAMS: I am most proud of my role in helping www.rtands.com

Michael K. Williams, PE Chair, Committee 16 - Economics of Railway Engineering and Operations Manager, Industrial Engineering, Norfolk Southern

develop the capacity analysis and planning group at NS. We built this group from the ground up with no prior experience or formal training in the area.

Whereas NS used to add capacity based on “gut feel”, our team now uses a scientific approach to capacity and we have become an integral part of NS’ capacity planning process. More than $350 million worth of infrastructure has been placed in service or is currently under design/construction at NS based on our analysis and recommendations.

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

WILLIAMS: Become a lifetime learner and take advantage of the opportunities you are presented with. That includes becoming active in AREMA or whatever organization supports your area of expertise. Keep in mind that railroads exist to provide a transportation service, so if you work in a railroad engineering department or provide engineering services to a railroad, learn all you can about the business of railroading and understand how your work impacts the overall company goals.

Railway Track & Structures

January 2014 33

AREMA NEWS

AREMA STUDENT CHAPTERS

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).

Downloadable Chapters 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.

34 Railway Track & Structures

January 2014

Brigham Young University 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.

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.

Michigan Tech University “Railroad Engineering and Activities Club” North Carolina State University Oregon State University Pennsylvania State University Rose-Hulman Institute of Technology University of Alberta University of British Columbia University of Illinois at UrbanaChampaign University of Kentucky “RailCats” University of Manitoba University of Nevada, Las Vegas University of South Carolina “Carolina Rail Enthusiasts” University of Tennessee Knoxville University of Toledo University of Wisconsin Madison Virginia Tech

If you are interested in establishing a student chapter at your university/college, please visit www.arema.org/ education/student/ student.aspx or contact the student chapter coordinator, Samuel Betten at scc@arema.org or Stacy Spaulding at sspaulding@arema.org at AREMA. www.rtands.com

www.rtands.com

Railway Track & Structures

January 2014 35

PRODUCTS case, heavy-duty test leads, and a complete operators’ manual. The TS113 dimensions are 7-1/8-inch x 5-1/4-inch by three-inch and weighs 2.5 pounds. Phone: 715-588-3311.

LED inspection light

Wire feeder

Miller Electric Mfg. Co. introduced the new SuitCase X-TREME 12VS voltage-sensing wire feeder; a feeder designed specifically for welding in heavy-duty field applications. The SuitCase X-TREME 12VS features a new drive motor assembly, motor control and integrated tachometer that provides electronic wire feed speed control. A new wire delivery system was also added, which is said to ease wire loading and provide minimal resistance in feeding, helping to ensure consistent performance. The drive motor assembly and integrated tachometer in the SuitCase X-TREME 12VS is said to ensure accuracy of the wire feed speed throughout the day so that the feeder performs to exact parameters, whether welding with small-diameter solid wire (.023 inch) or large-diameter cored wires (5/64 inch). Additional new features include the redesigned placement of the shielding gas inlet (for MIG and dual-shielded Flux-Cored welding applications) to better protect the fitting from damage.

Phone: 800-426-4553.

Multimeter

Simpson released i t s T S 11 3 R a i l r o a d M u l t i m e t e r, w h i ch is said to be a rugged, reliable analog instrument for servicing railroad signaling equipment.

The low sensiti vity on DC makes it ideal for locating ground faults, the company notes. The meter features a pivot and spring back jewel analog movement that is designed for accurate readings. Standard features of the TS113 include an AC current transformer that facilitates minimal voltage drop, percent on-time measurement at any rate in excess of 30 pulses per minute and an adjustable pointer stop for observation of peak reading stabilization. The TS113 overload protection consists of a current-limiting diode for the analog movement and two fuses for the associated circuits. The TS113 is powered by two 9-volt and one 1.5 volt D cell and both fuses and batteries are standard. The instrument also comes with a black padded nylon carrying 36 Railway Track & Structures

January 2014

ProBuilt Professional Lighting, LLC, offers the Defender Mini Mobi Battery Operated LED Inspection Light. Twenty high-output LEDs deliver 55 lumens and provide up to eight feet of a wide spread, clean white light beam. Powered by three AA batteries, this light is said to be able to run three hours on high and up to eight hours at 70 percent power. The integrated floor stand, hanging hook and magnet offer multiple working positions and extreme versatility. Rated IP44 dust and water resistant, the Defender Mini Mobi is said to be ideal for servicing and inspection work, HVAC and electrical work. Phone: 877-707-0800.

Portable metal halide light

Larson Electronics released a metal halide light tower with three lamp fixtures and a wheeled and adjustable tower assembly designed to provide full power illumination in an easy to deploy portable package. The WAL-C-3XM Quadpod Mini Light Tower utilizes a four leg tower design for high stability and a triple metal halide lamp assembly to provide enough power to illuminate 114,000 square feet of work area and is said to be broken down quickly for transport. The tower assembly is constructed of powder coated steel for high strength and has a base fitting with two 10-inch wheels to allow operators to tilt the tower back and roll it into the desired position once set up. The mast on this is adjustable and can be extended from seven feet to 12 feet in height using an included hand winch, allowing operators to achieve maximum coverage of large work areas. An included control box containing the lamp ballast is mounted to the tower base and features a built in on/ off switch, line circuit protection and power indicator light.

The lamp assembly atop this tower features three 1,000 watt metal halide lamps producing 110,000 lumens each, for a total of 330,000 lumens of light output. Each lamp is independently adjustable and can be moved vertically and horizontally to provide even and full coverage of large work spaces. Tools are not required to assemble and disassemble this tower, and the entire lamp assembly can be lifted from the tower and the mast and leg assembly collapsed and folded, allowing the components to be easily transported.

This tower also includes 25 feet of durable SOOW cord ending with a L6-30 plug and is available in 220 and 240 VAC configurations for added versatility. Larson says this metal halide tower is ideal for construction sites, mining work, industrial manufacturing, emergency services and plant servicing operations just to name a few applications.

Phone: 800-369-6671. 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

Boatright Companies

800-873-2020

205-298-9483

info@boatrightcompanies.com

21

Danella Rental Systems, Inc.

610-828-6200

610-828-2260

pbarents@danella.com

17

Herzog Railroad Services, Inc.

816-233-9002

816-233-7757

tfrancis@hrsi.com

5

Herzog Services, Inc.

816-233-9002

816-233-7757

rebersold@herzogservices.com

26

Knox Kershaw Inc.

334-387-5669 ext.208 334-387-4554

knox@knoxkershaw.com

25

L.B. Foster Co.

412-928-3506

412-928-3512

glippard@lbfoster.com

Cover 4

Neel Company, The

703-913-7858

703-913-7859

btemple@neelco.com

7

Nordco Inc.

414-766-2180

414-766-2379

info@nordco.com

8

Rails Company

973-763-4320

973-763-2585 rails@railso.com

RailWorks Corporation

866-905-7245

952-469-1926

jrhansen@railworks.com

9

Rail Construction Equipment Co.

866-472-4570

630-355-7173

dennishanke@rcequip.com

19

Railway Educational Bureau, The

402-346-4300

402-346-1783

bbrundige@sb-reb.com

Sperry Rail Service

203-791-4500

203-791-4512

mnottelmann@mail.sperryrail.com

29

Western-Cullen-Hayes, Inc.

773-254-9600

773-254-1110

cp@wch.com

6

6

11, 38

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

January 2014 37

CALENDAR JANUARY 27-29. 2014 NRCA Weed Control Seminar. Marriott Hotel. Indianapolis, Ind. Contact: Duane Nelson. E-mail: dnelson@dbiservices.com. Website: www.nrca-railroad. com/weed-control-seminar.

FEBRUARY 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.

MARCH 3-5. Railroad Track Construction Project Management.

Hilton Garden Inn - Chicago O’Hare Airport. Des Plains, Ill. Contact: Dave Peterson. Phone: 800-4620876. E-mail: peterson@epd.engr.wisc.edu. Website: http://epdweb.engr.wisc.edu/Courses/Course. lasso?myCourseChoice=N892 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.

APRIL 1-2. 19th Annual AAR Research Review. Cheyenne Mountain Resort. Colorado Springs, Colo.

Transportation Technology Center, Inc. Pueblo, Colo.

Phone: 719-584-0544. E-mail: annualreview@aar.com.

Website: www.aar.com.

MAY 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.

20-22. RSSI 54th Annual C&S Exhibition. Gaylord Opryland Resort & Convention Center. Nashville, Tenn. Phone: 502327-7774. Fax: 502-327-0541. E-mail: rssi@rssi.org.

SEPTEMBER 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/.

38 Railway Track & Structures

January 2014

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TR-10s & TKOs 925 S/Ss, Standards, KTR-400s KNOX KERSHAW REGULATORS, KRIBBER/ADZERS, TIE CRANES, PLATE BROOMS, CUTTERS, & SNOW FIGHTERS P. O. BoxBRUSH 162 • Arcola, IL 61910 KBR-850-925-940 Ballast Regulators & Snow Fighters KTC-1200 Tie Cranes (1) Jackson 6700 Complete Re-build, John Deere power . . . . . . . . . . . . . FOR SALE KKA-1000 Kribber/Adzers 2001 Mark IV Tamper, 2004 System V, V4.10, Smart I/O, Laser . . . . . . . . . . . . . CALL! KPB-200 Plate Brooms 1999 Mark IV Tamper, 2003 System V, V4.10, Surface fit, Smart I/O, Laser . . . . . . . CALL! NORDCO ANCHOR APPLICATORS, SPIKERS & GRABBERS 1997 Mark IV Tamper, 2003 System V, V4.10, Surface fit, Smart I/O, Laser . . . . . . . CALL! Model F Anchor Machines and BAAMs 1995 Mark IV Tamper, 2007 System V, V4.10, Surface fit, Smart I/O, Laser . . . . . . . CALL! Models CX and SS Spikers (4) 1993 Mark IV Tampers, System V, 4.10, Smart I/O, Surface fit, Laser . . . . . . . . CALL! Model SP2R Dual Grabbers Remanufactured Mark III ECTR-130G Tamper, four wheel drive, combo clamp . . . . . CALL! RACINE RAILROAD PRODUCTS (5) 1996 - 1983 Mark III, ECTR-130G Tampers, combo clamp, 4 wheel drive, AC . . . CALL! Dual Anchor Spreaders, Squeezers, Knockers (Removers), (2) STM Switch Tampers, no jacks. Enclosed cabs. Nice machines! . . . . . . . . . . . CALL! (Dual Cribber), . . . . CALL! (16)Anchor Fairmont Applicators, Tamper Mark I, II,DAACs ES, ES-TDAG, EA, Anchor EAS, JRM Adjuster Tampers available!

Applicators, Ride-on Regauge Adzers, Models TPIs, & Older . . CALL! (5) Dual Harsco Clip TR-10/TR-1’s Tie Remover/Inserters, 1998,1996,1991 Straighteners, OTM Reclaimers, SAFELOK (SARengines IIIs) . . CALL! (2) Tie Kershaw / RTW Tie Cranes & Bridge Cranes. Enclosed cabs, IIIs GM 3-53 HI-RAIL & RAIL HEATERS . . . . . . . . . . . . . . CALL! (3) Kershaw CRANES, Model 35-13SPEEDSWINGS Tie Plate Sweepers, diesel engines Model Speedswings w/Multiple . . . . . . . . . FOR SALE! (3) Pettibone Nordco Auto-lifts (one445E new 2008 unit!) Hatz diesel engines . Attachments Geismar 360 Spreaders Hi-Rail Excavators w/Cold Air. Blowers Cutters . . . . . . .&. .Brush . . . FOR SALE! Racine Dual Anchor and Dual Anchor Adjusters 30 Ton Cranes w/Hi-Rails (3) Badger Teleweld Rail Heaters w/vibrators, self propelled . . . . . . . . . . . . . . . . . . . . CALL! - Single (1) Rail SpeedHeaters Swing 441-D . . . Sided, . . . . . Dual . . . .Sided, . . . . Self-propelled . . . . . . . . . .w/Vibrators . . . . . CALL! HI-RAIL TRUCKS, EXCAVATORS, CARTS (1) Nordco model “C” Spike driver with PLC & upgrade . . . . . . . . . . . . . . . . . CALL! Gradalls, XL3300 (2) Hi-Rail Nordco model “C” Spike driversSeries . . . . III. .w/Digging . . . . . . Buckets . . . . . .&. Brush . . . . Cutters . . CALL! CAT 320B Excavator Hytracker Platform (All of theon above equipment is locatedw/Gondola in Illinois) JER OVERHAUL INC. /Hi-Rail NEWMAN MACHINERY Hi-Rail Rotary Dumps, Various Pickups Equipment Website: www.newmanmachinery.com Hi-Rail Grapple Trucks EMAIL: Eric Headrick, eheadrick@jeroverhaul.com (Magnet, Rail Racks & Wireless Remote Optional) JER Website: www.jeroverhaul.com 25-ton Hudson Ballast Cars, 25-ton Rail 259-4823 and OTM Carts SALES & RENTAL Tel# (217) PARTS & SERVICE: Tel# (217) 268-4823 • Fax# (217) 268-4813 5-ton Tie Carts & Hytracker Gondolas

M & W Equipment for Sale/Rent

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

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

to advertise contact

classified advertising sales representative phone

212.620.7211 •

www.rtands.com

fax

Craig Wilson

212.633.1325 • e-mail cwilson@sbpub.com

877-888-9370

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

ASPENEQUIPMENT.COM/RAIL

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RAILWAY EQUIPMENT SERVICES, INC. RT&S2013revAd.indd 1

www.railwayequipment services.net 2/12/13 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!”

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January 2014

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www.rtands.com

Professional Directory

WEED & BRUSH SPRAYING Specialized fleet of computer operated sprayers

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

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

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

NEW & USED EQUIPMENT 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

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

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

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

www.rtands.com

r

• Tie distribution and removal

K. W. Reese, Inc.

Box 298 • Mercersburg, PA 17236

(717) 328-5211 • fax (717) 328-9541 • www.kwreese.com

2013 NRC SAFETY AWARD GOLD MEDAL WINNER

TM

Railway Track & Structures

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