RT&S April 2016

April 2016 | www.rtands.com

RAILWAY TRACK AND STRUCTURES

Getting a handle on

moving materials PLUS grinding rail cost-effective maintenance practices and also AREMA News p.32

Contents April 2016

News

Features

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Industry Today 6 Supplier News 9 People

Handling materials Moving items from Point A to Point B requires finesse and skill, not to mention some advanced technology.

Columns

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Rail profile maintenance Service providers are increasing the number of controllable variables on grinding and milling equipment to further improve and refine a rail’s prescribed ideal profile.

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M/W challenges: Costeffective maintenance Conventional track requires regular maintenance to remain in good order, but what practices will reap the most benefit depends on many factors.

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An Automated Conveyor Train from Herzog Railroad Services, Inc., delivering aggregate. Story on page 14.

On Track Who you gonna call?

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NRC Chairman’s Column Grassroots events, rail equipment auction

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14 Departments 11 TTCI R&D 32 Arema News 40 Calendar 40 Products 41 Advertisers Index 41 Sales Representatives 42 Classified Advertising 43 Professional Directory

railworks maintenance of way, Inc.

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RAILWAY TRACK AND STRUCTURES

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Railway Track & Structures

April 2016 1

On Track

RAILWAY TRACK AND STRUCTURES

Vol. 112, No. 4 Print ISSN # 0033-9016, Digital ISSN # 2160-2514 EDITORIAL OFFICES 20 South Clark Street, Suite 1910 Chicago, Ill. 60603 Telephone (312) 683-0130 Fax (312) 683-0131 Website www.rtands.com Mischa Wanek-Libman/Editor, mischa@sbpub.com Jennifer Nunez/Assistant Editor, jnunez@sbpub.com CORPORATE OFFICES 55 Broad St 26th Fl. New York, N.Y. 10004 Telephone (212) 620-7200 Fax (212) 633-1165 Arthur J. McGinnis, Jr./ President and Chairman Jonathan Chalon/Publisher Mary Conyers/Production Director Wendy Williams/Creative Director Maureen Cooney/Circulation Director Michelle Zolkos/Conference Director

RT&S Railway Track & Structures (Print ISSN 00339016, Digital ISSN 2160-2514), (USPS 860-560), (Canada Post Cust. #7204654), (Bluechip Int’l, Po Box 25542, London, ON N6C 6B2, Agreement # 41094515) is published monthly by SimmonsBoardman Publ. Corp, 55 Broad St 26th Fl., New York, N.Y. 10004. Printed in the U.S.A. Periodicals postage paid at New York, NY and Additional mailing offices. Pricing, Qualified indi vidual in the railroad employees may request a free subscription. Non-qualified subscriptions printed and/or digital version: 1 year Railroad Employees (US/Canada/Mexico) $16.0 0; all others $46.0 0; foreign $80.00; foreign, air mail $180.00. 2 years Railroad Employees US/Canada/Mexico $30.00; all others $85.00; foreign $140.00. Single copies are $10.00 ea. Subscriptions must be paid for in U.S. funds only. COPYRIGHT © Simmons-Boardman Publishing Corporation 2016. All rights reserved.

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 (80 0) 895-4389, (402) 346-4740, Fax (402) 346-3670, e-mail rtands@halldata.com or write to: Railway Track & Structures, SimmonsBoardman 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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Who you gonna call?

I

In previous columns, I’ve made the comparison regarding the difference in financial impact an emergency home repair would have on myself versus someone in a top earning bracket. However, should that happen, no matter the financial impact, we would both call on the same person: A qualified contractor.

Turns out, North American railroads are no different.

Last month’s cover, which depicted a Georgetown Rail Equipment Company (GREX) DumpTrain® delivering ballast to a clearly washed out section of double track, is one example.

We received a number of calls asking about the cover. Specifically, what and where the washout occurred.

According to GREX, this event took place in wester n Illinois, in July 2011. The area was subject to a massive storm that dumped more than a foot of rain on the area. A natural saddle in the land to the northeast of the tracks funneled the storm’s water directly toward the right-of-way. A wall of water hit the elevated tracks broadside and wiped everything out. GREX DumpTrain’s were already in close proximity of the site and when the call came in, they were among the first pieces of equipment on the scene, arriving within 24 hours.

The company remained at the site for two weeks and used four DumpTrains, two operating on either side of the washout, for 24 hours a day until the hole was filled. The top image shows the DumpTrains working in tandem and the bottom is an image from Google Ear th, which shows that nearly five years later, the area where the emergency work occurred is still distinguishable.

As Nate Bachman, GREX’s vice president of marketing and sales, explains, when the worst occurs, “we’re usually the first or second call to be made.”

Bachman said that the event captured on the March cover, while severe, wasn’t out of the ordinary for GREX’s line of work as the company is on the receiving end of the above mentioned calls more than a few times a year.

Greg Gr issom, GREX’s chief operating officer and executive vice president customer delivery, added, “Contractors and suppliers have to be responsive and flexible. We watch the weather and the railroads have become very good at staging equipment ahead of a potential event, but we’ve made a living out of being responsive and providing 24-hour coverage.”

Contractors provide value in many ways to the industry, but in situations such as the one shown on our March cover, they provide peace of mind and relief simply by answering a call and responding with, “We’re on it.”

May we all strive to be this dependable and solution-driven.

Mischa Wanek-Libman, Editor

Railway Track & Structures

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INDUSTRY TODAY UP marks safety milestones Union Pacific employees set an all-time reportable personal injury rate record in 2015, improving 11 percent from 2014 to 0.87, making Union Pacific the safest Class 1 railroad in the United States, according to data reported by the Federal Railroad Administration.

The Class 1’s service units in Council Bluffs, North Platte and Twin Cities also marked improved safety in 2015.

In 2016, Union Pacific celebrates 20 years of Total Safety Culture (TSC), a voluntary employee-led initiative that teaches employees safe behaviors while providing observations and feedback. UP introduced its Courage to Care initiative in 2012, that represents employees’ commitment to prioritize working safely and looking out for one another. Additionally, UP says it continuously looks for innovative approaches to enhance the safety and security of the communities in which it operates and the customers it serves.

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Funding, pledge to streamline reviews propel Gateway Program forward Partners in the Gateway Program, which will deliver a set of rail infrastructure projects between Newark, N.J., and New York City, including the construction of the Hudson Tunnel Project, have outlined steps to move the program forward including the allocation of $70 million for preliminary engineering, a federal pledge to streamline environmental reviews and finalization of development corporation structure.

The Gateway Program partners include the Port Authority of New York and New Jersey (PANYNJ), Amtrak, the U.S. Department of Transportation (USDOT) and New Jersey Transit.

The Hudson Tunnel Project to construct a new rail tunnel under the Hudson River will receive $70 million in funding for critical preliminary engineering work, with $35 million in federal funding coming from Amtrak and $35 million from PANYNJ, in order to expedite and accelerate environmental review and permitting for the project. The new tunnel will allow for the closure and rehabilitation of the existing 106-year old tunnel that was badly damaged by Superstorm Sandy in October 2012. The new, two-track, trans-Hudson rail tunnel will provide a vital backup to the current century-old tunnel.

U.S. Secretary of Transportation Anthony Foxx said that USDOT will commit the necessary resources and take steps to accelerate federal environmental reviews and permitting for the Hudson Tunnel Project.

PANYNJ, Amtrak, USDOT and NJ Transit have agreed to enter into a Memorandum of Understanding setting forth an interim framework for coordination among the parties to advance the program, including establishment of an executive committee to coordinate activities and specific working groups focusing on environmental permitting, construction and preliminary engineering, funding and financing, rail operations and governance matters.

The local agencies also announced their intent to apply for competitive federal grants in the coming months – including those recently authorized by the Fixing America’s Surface Transportation Act in December 2015 - to advance the Gateway Program. Representatives expect to pursue funding in the coming months from USDOT grant programs, such as Transportation Investment Generating Economic Recovery, FASTLANE and New Starts. These grants would help fund Gateway’s projects including the Hudson Tunnel Project, Portal Bridge replacement project in New Jersey and the completion of the Hudson Yards tunnel right-of-way preservation project in Manhattan.

PANYNJ, Amtrak and USDOT are taking steps towards finalizing the structure and form of a development corporation to oversee the entire program. The parties are structuring the new entity to maximize flexibility and eligibility for the full spectrum of federal funding and financing programs and potential public-private partnership structures in order to accomplish the various aspects of the Gateway Program.

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INDUSTRY TODAY Supplier News Long Island Rail Road (LIRR) hired the joint venture of GANNETT FLEMMING and AECOM to assist in the environmental review and formal community engagement process for the LIRR Main Line Expansion Project.

Harsco Rail won two contracts for separate transit projects in the northeastern U.S. totaling approximately $10 million; a Harsco P811 Track Renewal System will replace approximately 22,000 ties and eight miles of rail in the greater New York City metropolitan area and a Harsco New Track Construction machine

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Technology investments drive CN’s Safety Innovation Program Canadian National launched its third year of the Safety Innovation Program, which is part of the railroad’s broader safety agenda that is focused on enhancing the safety of operations and making the company the safest railway in North America.

Jim Vena, CN executive vice-president and chief operating officer said, “Our general approach is to develop more lines of defense against accidents. Our 2016 program, which supplements our ongoing investments in track infrastructure maintenance and safety culture, brings the total applied to the Safety Innovation Program to CA$67 million (US$51 million) since 2014.”

The 2016 portion will involve spending CA$28 million (US$22 million) on a series of initiatives, including the installation of new Wayside Inspection Systems at additional locations specifically identified as a result of CN’s corridor risk assessment program; the acquisition of additional hirail trucks that measure track geometric parameters, such as rail gauge and cross level

April 2016

and predictive analytics and data management initiatives to assess mechanical trends and identify opportunities for pre-emptive maintenance work, as well as give engineering forces a better understanding of track health so that they can prioritize maintenance and capital programs.

A major step in upgrading CN’s detection technology was the completion in 2015 of a new track evaluation system car that was upgraded with the latest technology for assessing track geometry, identifying missing and broken track components through optical imaging, as well as objectively evaluating tie condition. CN also employs outside contractors who conduct ultrasonic technology inspections.

“The application of new technologies to detect and prevent mechanical and engineering flaws is a key part of our safety mindset,” noted Vena. “This approach and rigorous safety processes and the continued strengthening of our safety culture are integral to our unwavering commitment to safety.”

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INDUSTRY TODAY Metra increases its anticipated 2016 capital program by $64.5 million The Metra Board of Directors has approved a $64.5 million addition to the agency’s 2016 capital program, which now totals $251 million in projected spending.

Increases in federal dollars made available to the agency, as well as the award of a new federal grant, other new capital contributions and the transfer of funds from the 2015 operating budget are responsible for the positive changes to Metra’s capital budget.

Metra will receive a $11.3-million increase in federal funds due to the recently passed Fixing America’s Surface Transportation Act. Metra also recently won a $14-million federal Transportation Investment Generating Economic Recovery grant to replace the Fox River Bridge on the Milwaukee West Line. The remainder of funds for the $34-million bridge project will be supplied through a reallocation of $14 million in existing Regional Transportation Authority bond funds and a $6-million contribution from Canadian Pacific. The amended 2016 capital program approved by the Metra Board includes these changes.

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The revision to the 2016 capital program also included an additional $12 million leftover from the 2015 operating budget to continue the purchase of new or rehabilitate existing railcars and locomotives as part of Metra’s $2.4-billion modernization program.

The capital program amendment also provides $5.5 million to rehabilitate the Calumet Station on the Metra Electric Line, parts of which have deteriorated beyond their useful life. That work was to be funded with state bond funds that have been put on hold, but the work can no longer be postponed and the capital amendment reallocates federal dollars to the project.

Metra will also receive an additional $100,000 as payment from the Northern Indiana Commuter Transportation District for an extra round-trip train on Metra’s railroad tracks, which will be used to fund a new traction power substation project in 2016.

The capital amendment approved also sets aside $8 million from the 2015 operating budget to fund future Metra financing costs.

Supplier News will work in New York and Connecticut to build approximately five miles of new continuous welded rail track.

Purple Line Transit Partners, a consortium of Fluor Enterprises Inc., Meridiam Infrastructure Purple Line, LLC and Star America Purple Line, LLC, was selected as the preferred proponent for the Purple Line project for the Maryland Department of Transportation and the Maryland Transit Administration.

Rocla Concrete Tie, Inc., opened its new manufacturing facility in Ft. Pierce, Fla.

Railway Track & Structures

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PEOPLE After 35 years in the railroad industry and 23 years of service with Atlantic track & Turnout co., Vice President William Roan, Jr., retired; Paul Schuler has been promoted to manager Transit Division.

CSX appointed Ricky Johnson vice president engineering, replacing John West, who retired; the railroad also appointed Greg Mellish to chief engineer, Lee Moss to chief engineer maintenance of way south and Eric Pachman assistant chief engineer.

Gannett Fleming Transit & Rail Systems hired Robert Rockefeller as a senior project manager in track design; named Brett Haas senior systems specialist, Kristen Lehman engineering technician, Bertram Langer senior systems designer and Stephen Wilson systems integration manager; additionally, Construction Manager James Sgro, CCM, has been added to the team in the Mt. Laurel, N.J., office; Richard Duncan, PE, joined the Toronto, Ontario, office in Canada as the lead signal engineer for the Metrolinx Electrification Program; Richard Keimel, PE, has been named senior systems engineer for the Toronto office; Michael Malvar, CTech, joined as a rail operations analyst and John Ycas, PE, PMP, was hired as traction power engineer.

Herzog Services, Inc., hired Carlo Patrick as vice president of the company.

HNTB Corporation promoted Jeff Konrad, PE, to vice president of rail in Pennsylvania District; hired Christopher Harding, a professional land surveyor; added Paul Adams, PE, as its project director and vice president in the firm’s rail transit practice; welcomed Dean Kimball, AIA, LEED AP, who is the architecture department manager and associate vice president and hired Michael Voinis, PE, as Houston office leader and vice president.

Kansas City Southern promoted Jeffrey Songer to executive vice president and chief operating officer.

Los A ng e l e s C ount y M e t r opo l i tan Transportation Authority s e l e c t e d A c t i n g Administrator of the Federal Transit Administration Therese McMillan as its new chief planning officer.

New York City Transit Acting Senior Vice President of the Department of Subways Wynton Habersham has been appointed to the position permanently and named John O’Grady senior vice president of capital program management.

Norfolk Southern named Ann Adams vice president human resources, succeeding Juan Cunningham, who retired earlier this year.

Short Line Safety Institute added Mike Long as senior safety and operations manager and Michele Malski as safety programs manager.

STV promoted Norman Forde to vice president and Eric Root, PE, to vice president. www.rtands.com

Railway Track & Structures

April 2016 9

NRC CHAIRMAN’S COLUMN

Grassroots events, rail equipment auction

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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The NRC and our member companies have been busy organizing and hosting Congressional grassroots events. These events are an excellent way to get to know your elected officials, educate them on your company and our industry and its issues, get some positive local publicity and allow your association to build its influence with Congress. A win-win-win all around. We at Railroad Construction Co. of South Jersey, Inc. (RCCSJ), have had the privilege of hosting two of these events at our facility in Paulsboro, N.J., in the past six months.

The first was held back in October 2015 for Rep. Donald Norcoss (D-NJ-01) and the second was held on March 3, 2016 for Rep. Frank LoBiondo (R-NJ-02). We got to spend some quality time with both representatives, gave them a history of our company, a background on our industry and showed them how the federal infrastructure funding under their jurisdiction creates private sector jobs. We also took them on a site visit to the Port of Paulsboro, where we are constructing 14,000 feet of new track and nine turnouts to service the new port.

I would like to thank Lindsey Collins, the NRC’s vice president of Grassroots Advocacy, for her work on these events. The events were a huge success. We encourage all of you to reach out to your representatives and get to know them. You can do it through Lindsey, it’s really not that hard to do. I can guarantee that you’ll be pleased with the outcome. Just give her a call at 202-7152916 or e-mail lcollins@nrcma.org.

April is shaping up to be a busy month.

The American Short Line and Regional Railroad Association’s 2016 Annual Convention at the Gaylord Nation Resort and Convention Center in National Harbour, Md., is was held April 3-6. The convention featured a powerhouse lineup of speakers, dozens of interesting and educational seminars and an excellent exhibit hall. It is a great event every year.

The 13th Annual NRC Railroad Construction and Maintenance Equipment Auction will be held on April 14 at the Blackmon Auctions facility in Little Rock,

April 2016

Ark. The auction begins at 9 a.m. and is expected to finish by 1 p.m. Equipment can be inspected at the Blackmon’s facility on April 13 from 8 a.m. to 5 p.m. If you have any equipment sitting in your yard that you are not using and want to turn into cash or if you need any equipment for the upcoming construction season, come on out.

You can check http://www.nrcma.org/auction or http://www.blackmonauctions.com/ auctions/238 for more information, including a preliminary equipment list.

I would like to thank the NRC Auction C o m m i t t e e , D a n ny B r ow n o f V & H Trucks, Mark Gaffney of Stacy & Witbeck, Jay Gown of Harsco Rail, Paul Laurello of Delta Railroad Construction, Dean Mackey of Progress Rail, Dan Stamford of Peak Performance Asset Services and Greg Spilker of Encore Rail Systems for all of their time and efforts putting this event together. And, of course the good folks at Blackmon Auctions.

Proceeds from the auction go toward the NRC Safety, Training and Education Program. For equipment consigned to sell, one percent of the buyer’s premium and a two-percent seller’s fee go to funding the program and the seller keeps the rest.

One hundred percent of the proceeds from donated equipment go to the safety program.

Last year, 380 pieces of equipment sold for $1.1 million to on-site and online bidders.

The evening prior to the auction, there will be a happy hour at the auction hotel.

Ever yone who attends the auction is welcome to come. This is always a great time, a great way to network with rail contractors and suppliers from all over the country and a good way learn about some of the equipment to be sold the following day.

It is shaping up to be another great auction. I hope to see everyone there.

Finally, I wish ever yone a safe and successful month and, don’t forget to save the date for the 2017 NRC Conference at the Boca Raton Resort January 8-11, 2017.

by Chris Daloisio, NRC Chairman

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TTCI R&D Tie and fastener system gauge restraint performance at FAST TTCI investigates a number of tie and fastener systems for the ability to resist

by Mike McHenry, senior engineer and Joe LoPresti, gauge widening. scientist, TTCI

T

o better understand the performance of the tie and fastener system under heavy-axle-loads, Transportation Technology Center, Inc. (TTCI), continues to perform testing on a variety of tie and fastener test zones at the Facility for Accelerated Service Testing (FAST) in Pueblo, Colo. As part of the Association of American Railroads’ (AAR) Strategic Research Initiative Program to assess tie and fastener system performance, gauge strength testing was conducted on a variety of tie and fastener designs to assess their ability to resist gauge widening after more than 820 million gross tons (mgt) of traffic. Various zones of hardwood ties with and without elastic fastening systems, softwood ties with and without elastic fastening systems, composite ties with cut spike and American Railway Engineering and Maintenance-of-Way Association (AREMA) plate fastening systems and two varieties of concrete tie fastening systems are being evaluated. The ties and fasteners of conventional ballasted track act together as a system to transfer vertical and lateral load applied at the www.rtands.com

wheel-rail interface into the ballast and to maintain sufficient track geometry, particularly track gauge. The tie and fastener system, depending on its design, can fail in a multitude of ways, inhibiting one or more of its primary functions. Failure modes of the various tie and fastener systems are being monitored and their effect on track performance documented.

Test setup

In 2008, TTCI installed five concrete and 13 wood crosstie test zones in a six-degree curve at FAST. 1 Two hardwood tie and elastic fastener test zones were subsequently installed in 2009. Two existing composite tie test zones (installed in 2000 and 2004, respectively) were also incorporated into this test. The variety of ties and fasteners selected for the test was recommended by the Tie and Fastener Technical Advisory Group. Table 1 shows the zone number, tie type, fastener type and tonnage for each of the test zones. The tonnages reported in Table 1 corresponds with time of the test results presented.

These tie and fastener test zones

are installed in Section 25 of the High Tonnage Loop at FAST. Section 25 is a six-degree curve with five inches of superelevation. Heavy-axle-load tonnage is accumulated on the test zones through a consist of 315,000pound (39-ton-axle-load) cars. The train is operated at 40 mph, with about two-inches of underbalance for the curve helping to accelerate component wear, especially on the high rail. Track geometry in Section 25 is maintained to Federal Railroad Administration Class 4 track safety standards.

Brands of some suppliers providing components for this test have since been acquired by other companies.

Two suppliers — RTI and NorFast — are no longer in business.

Observed failure modes

The primary failure mode of the two composite tie zones has been raised cut spikes (rail spikes). As they have accumulated tonnage, maintenance has been performed to re-drive these spikes. Structural failure modes (e.g., center cracking or cracking at spike holes) in either of the composite tie test zones have not been observed.

Railway Track & Structures

April 2016 11

TTCI R&D

Table 1: Tie and fastener test zones. *RTI and NorFast are no longer in business **Replaced original W14 clips with W30 and W40 on 1/22/13

Based on obser vations of the most recent inspection, plate holddown screw spikes tend to fail more predominantly through breaking compared to plate hold-down drive spikes, which appear more likely to fail through rising. Screw spike breakage tends to occur at the interface of the threaded and non-threaded area of the spike. Zones 11a and 12 had the greatest percentage of broken or missing gauge side screw spikes.

The screw spikes for both of these fastening systems are located closer to the base of the rail than other tie plate designs. This observation suggests that the location of the hold-down spike on the plate plays a role in the forces acting on the spike and spike-related failure modes.

The three softwood tie zones (10c, 11a and 14) have exhibited more severe plate cutting through 1,000 mgt than similar hardwood tie zones. Zone 10c, with 16-inch plates, has shown the largest amount of plate cutting with approximately 0.5 inch on the high rail and 0.25 inch (uniformly) on the low rail. The 18-inch plates in Zones 11a and 14 appear to have mitigated the plate cutting to some degree with approximately 0.25 inch of plate cutting observed on the high rail. In general, for all wood and composite zones, individual ties with other gauge side hold-down condition issues, such as missing, loose or broken spikes, tended to have higher severity of plate cutting.

The most common failure mode for concrete ties in the test has been insulator breakage. The most recent inspection indicated that roughly 20 percent of the high-rail field side insulators in Zones 4 and 5 (Airboss® and Pandrol® SAFELOK I fasteners) were broken or missing. No broken insulators or clips were noted in 12 Railway Track & Structures

April 2016

Zone 3 (Rocla ® ties with Vossloh ™ fastening system). The insulators in Zone 3 are wider and provide more potential contact area for lateral load to be transferred to the tie. No structural cracking or failure was noted for any of the concrete ties.

No significant breakage of elastic clips in either the wood or concrete tie zones has been observed.

Gauge restraint testing

To quantify each tie and fastener combination’s ability to resist gauge w i d e n i n g , l at e r a l t r a c k l o a d i n g fixture (LTLF) and gauge restraint measurement system (GRMS) testing was performed in 2014 and 2015.

LTLF testing has been conducted

periodically since the installation of the tie and fastener test zone in 2008.

The LTLF applies a localized gauge widening load — either at the head of the rail or on the web of the rail.

Gauge widening was measured under a nine-kip load for each.

GRMS testing was conducted using the AAR’s track loading vehicle (TLV) in the spring of 2015 and the FRA’s DOTX 218 (T-18) vehicle in the spring of 2014. Both vehicles apply an in-motion, gauge-widening load to both rails. The TLV applied gaugewidening wheel loads with 33-kip vertical and 18-kip lateral components to each rail (L/V ratio equal to 0.55).

The T-18’s applied wheel loads had 19 kip vertical and 13.5 kip lateral www.rtands.com

TTCI R&D

Figure 1: a) Unloaded and loaded gauge measurements for the TLV (blue) and the T-18 (orange) shown for the various zones being evaluated and b) the Delta loaded track gauge (DLTG) for the TLV and T-18 overlaid with gauge widening measurements from LTLF testing.

components (an L/V ratio of 0.72).

Both vehicles measured unloaded gauge and loaded gauge under their respective loadings.

Results and conclusions

Figure 1a shows the GRMS loaded gauge data, overlaid on the unloaded (static) gauge data from the same run. Figure 1b shows the GRMS delta gauge (loaded minus unloaded gauge) plotted alongside the LTLF gauge widening (taken at approximately the gauge line of the track) for the nine-kip, headapplied load and the nine-kip, webapplied load. For both figures, the background color for each zone indicates the tie material for that zone as indicated in the legend. The zone numbers are indicated on the upper x-axis.

M a ny o f t h e f a i l u r e m o d e s obser ved in the various tie and fastener zones are visible in the GRMS and LTLF performance test results. Unloaded gauge tended to be higher in Zones 4 and 5, as well www.rtands.com

as the softwood tie zones of 10c, 11a and 14. This is likely related to the broken field side insulators on the Airboss and SAFELOK I fasteners and the severe plate cutting observed in the softwood tie zones.

GRMS delta gauge was significantly higher for the zones with cut spike rail fasteners (Zones 1, 2, 6, 13 and 14).

In general, the GRMS delta gauge was below 0.1 inch for all wood tie and elastic fastener zones regardless of plate size, clip type or hold-down fastener.

Similar performance, in this regard, is seen in the concrete tie zones.

In general, the web-applied LTLF load appears to better simulate the T-18’s GRMS applied load. For most zones, the LTLF gauge widening due to the web-applied load tends to be lower than that due to the headapplied load. However, for Zone 6 (TieTek composite ties) and Zones 4 and 5 (concrete ties with Airboss and SAFELOK I fasteners), the gauge widening due to the web-applied load exceeded that due to the headapplied load. These results suggest

that the web-applied LTLF better exercises rail translation related failure modes, such as the loose spikes observed in Zone 6 and the broken field side insulators observed in Zones 4 and 5. Similarly, the headapplied LTLF may better exercise rail rotation related failure modes, such as raised gauge side cut spikes or reduced elastic fastener toe load.

Z o n e s 0 a ( 1 8 - i n c h Pa n d r o l VICTOR plate and cut spike) and 0b (18-inch VICTOR plate and drive spike), appear to be performing similarly after 890 mgt. The gauge side hold-down fastener condition on wood and composite ties appears to correspond with the severity of plate cutting observed on the field side of the plate. The cleated plates in Zone 7 do not appear to be providing any additional gauge restraint (either unloaded or loaded).

The ongoing testing allows common failure modes to be documented and observed in performance testing data.

Future work in this area will seek to continually refresh the test section with tie and fastener systems representative of current industry practice.

Reference

1. Reiff, Richard. 2008. “2008 FAST Tie and Fastener Test As-Built Status Report.�

Research Summary RS-08-003, AAR/TTCI, Pueblo, Colo.

Railway Track & Structures

April 2016 13

GREX’S Self Powered Slot® machine picking up ties.

Suppliers offer many versatile options to railroads for precise placement and removal of materials needed along the rights-of-way.

by Jennifer Nunez, assistant editor

Materials handling with care and accuracy

W

ith safety as priority number one, railroads look to the industry suppliers for machines to handle materials for the rights-of-way in a quick, efficient and cost-effective mannor. Manufacturers are providing multifunctional and at-the-ready machines to step up to the task.

Brandt

Brandt Rail Services has recently released its new RTB130, which the company says, is the most powerful and productive hi-rail backhoe available on the market. It is based on the John Deere 710K Chassis and is said to be ultra-stable with front to rear balance configuration with the heaviest tools mounted on the rear arm. The RTB130 has a 52 gpm of hydraulic flow to handle tough tasks.

“Brandt also has the On Track Material (OTM) Tracker System, which is the safest most productive OTM handling system in the world,” explained Shaun Gettis, sales manager.

“It allows you to safely walk along the top of cars to distribute or pick up OTM in an extremely efficient and timely manner.

It is the go-to system for Class 1’s in North America.”

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April 2016

While some in the industry are unsure and unsteady about the industry, Brandt remains positive about the rail market today.

“We are continuing to innovate to produce productive and safe solutions for the rail industry,” Gettis noted. “We are in this for the long haul and know the rail industry has always found ways to be innovative and pull out of soft markets.”

Gettis says that Brandt builds its products around safety and that the company is continually enhancing products to be more ergonomic, safe and easy to operate. This allows the operators to be able to focus on the task at hand and the environment around them. Brandt also offers in-depth training for all of its products with decades of experience with a team of support representatives. Gettis notes that customers are always welcome to invite them back at any time for followup training for new operators or even refresher classes.

Custom Truck and Equipment

Custom Truck and Equipment (CTE) is carrying an all new material handling loader line that incorporates pressure www.rtands.com

materials handling compensated, load-sensing technology. CTE says this technology is new in the material handler loader market and is comparable to the European standards used in their knuckle-boom cranes.

“The market is tougher today than it ever has been in regards to budgets, but there seems to be a break out in contractor markets over railroads,” explained Kevin LaValley, Rail Division sales manager. “Quick delivery dates can be the most challenging aspect of a contractor-driven market, but for customers with an immediate need, we have a vast rental fleet at their disposal.”

Everyone is always pushing for ways to make handling safer and, at the same time, looking for increased capacity, notes LaValley.

He says CTE always tries to go to the field once the trucks are delivered for an in-service orientation, ensuring operators have firsthand contact with the company and to ensure the safe operation of the equipment CTE provides.

GREX

GREX says its Self Powered Slot® (SPS) machine continues to play a vital role in railroad maintenance. The SPS, according to GREX, is a versatile tool capable of many tasks including ditching, aggregate delivery, removal of spoils, rail and tie pick up or set-out. In addition, the units have seen extensive use in landslide mitigation and casualty (flooding) work. Because the unit is self-powered, the consist is able to work with a GREX operator and customer employee in charge.

“The SPS allows customers to maximize work windows and deploy a unit at a moment’s notice,” noted the company.

“Perhaps the unit’s greatest attribute is its ability to take on a variety of assignments. One of its most unique offerings has been the tie set-out solution, which allows railroads to develop an optimized tie unloading delivery plan. By using data collected by Aurora® and Aurora Xi® (GREX’s automated tie inspection services), the tie set-out solution uses precise location data to place ties exactly where they are

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needed. Ultimately, this improves tie gang productivity by reducing the time in which ties are being handled.”

GREX notes that it is not uncommon for a unit to be assigned to a territory where its work assignments can change from week to week and customers will often use the SPS to bring material from a quarry to a jobsite for exact placement and once unloaded, send the unit out for a quick cleanup of the right-of-way.

“The SPS makes quick work of tasks that can otherwise consume a departments entire day or week, such as removal of legacy ties and rail. Since the SPS is truly open from end to end, customers can fill it entirely with no regard to length of rail,” GREX explained.

The company says its SPS fleet has grown considerably in recent years to meet customer demand. The newest units boast a larger prime mover that provides considerably more horsepower. The company says it is wise to pair the older Slot Machine with one of these newer units, doubling the capacity of the consist to 1,100 tons, ideal for aggregate hauling projects.

Herzog

“The railroad industry was in need of a machine that could surpass the desired expectations and requirements,” noted Tim Francis, vice president of marketing at Herzog Railroad Services, Inc. (HRSI). “The Automated Conveyor Train (ACT) was put to the test last summer after rain washed out the tracks in South Carolina and it performed flawlessly.”

HRSI’s ACT consists of 30 cars, each with the capacity to carry 98 tons of material. The acceptable material size ranges from sand up to five inch “B” stone plus/minus. The operator of the ACT also has the capability of selecting the specific car to unload first, last and throughout the entire unloading process. This allows the ACT to carry and unload commodities of varying size to the same or multiple job locations, depending on the scope of the project(s). Each car is equipped with an independent belt underneath the HRSI-

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materials handling

Herzog Railroad Services, Inc.’s, Automated Conveyor Train can carry up to 98 tons of material to a jobsite.

designed hopper. This allows the ACT to unload material in curves of up to 13 degrees and at a super elevation of up to five inches.

“The discharge car on the ACT has many benefits, as well,” explained

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Francis. “This car is outfitted with a 35-foot long boom that can deliver material at up to 2,000 tons per hour, approximately 50 feet from track center.

The material can be off loaded at 45 degrees to either side of the machine

and up to 18 degrees above level. The discharge car also has an automated plow directly in front of the lead set of trucks. This allows material to be unloaded directly in front of the machine and we can strike it off without having to push a tie along in front of us.”

A d d i t i o n a l l y, a c a m e r a i n the operator cab allows for an unobstructed view of the plow so the operator can verify that it is working as intended. Lastly, the discharge conveyor is set up with a positive lock.

This allows Herzog to work on the field side without concern of inadvertently swinging back to and fouling the live track side. The entire machine was also built within plate “c” standards.

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materials handling

Loram

Loram Maintenance of Way, Inc., says its Raptor Rail Handling System sets a high standard for the rail handling industry in terms of speed, performance and reliability, as well as in safety.

“Over the past few years, rail traffic has been at record breaking levels,” explained Scott Diercks, director of marketing and business development.

“As a result, railroads continue to need enhancements, which will result in increased performance and productivity in the shortened window for maintenance. Obviously, the ultimate goal is to complete more work during a season and, hopefully, reduce unit costs in the process.”

Loram points to new technologies, which allows customers to do a better job of assessing needs and planning the associated work plans. Diercks says these technologies are helping focus the efforts on the areas that will generate the greatest payback.

“In addition to the new technologies, railroads are coordinating equipment with work gangs and areas with major track outages,” noted Diercks “Utilizing these work blocks allows Loram longer periods of uninterrupted work time, which translates into more effective utilization of the maintenance time provided.”

Loram says its Raptor Rail Handling System out performs traditional rail handling systems with double the production and with reduced staffing requirements, he says.

“Raptor’s rail handling system retains total control of the rail while loading and reloading,” explained Diercks. “This significantly reduces the need for human interaction and leads to an outstanding safety record.”

Increased rail traffic is responsible for the greater need for maintenance, however, this also means shor ter work windows.

Diercks notes that this is the reason the railroads are looking for equipment with increased performance and productivity.

“Loram is constantly looking for creative ways to make our equipment more productive, while maintaining or lowering unit cost and providing for the work to be done safely,” he said. www.rtands.com

“Efficient increases in productivity are vitally important, but not at the expense of safety. Although there is a large amount of work to be done, getting it done safely is of greatest importance. When in doubt, take the safe course of action.”

Mitchell Rail

Mitchell Rail offers a 180-degree Swing Loader based on the Caterpillar 930M, which has a 20,000-lb. lift capacity. The machine has been installed on many different size Caterpillar wheel loaders since the late

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materials handling

Loram’s Raptor Rail Handling System was designed with tight work windows in mind.

NMC Railway Systems

1980s that feature parallel-lift to lift loads vertically.

“Parallel-lift offers operators great visibility down the center of the lift arms,” noted Estel Lovitt, president. “This is particularly useful in material handling and laying rail where you need to see the ground or work area in front of the machine. With parallel-lift, the operator has the ability to lift materials off the ground in a parallel motion so the material raises flat, rather than rolling back. The parallellift linkage has true wheel loader geometry with automatic bucket/fork positioner, adjustable in-cab and automatic lift and bucket kickouts, adjustable in-cab.”

Lovitt says budgets are always tight, but having a multipurpose machine, such as a Cat930M with the Mitchell Swing-Loader system and Friction Drive hi-rail gear is very cost effective because the machine has less idle time and railroads and contractors experience improved machine utilization to perform more functions in tight work windows.

“Railroads have been asking for improved machine utilization by requesting the Mitchell Weight Transfer Coupler and Train Air Brake System for moving rail cars with the Swing Loader,” Lovitt said. “Additionally, they are asking for better stability over the side. For better stability, Mitchell offers Swing Loader Systems for larger Caterpillar Wheel Loaders, such as the Cat950M/962M wheel loaders.

With these larger wheel loaders, more railcars can be moved at a time, as well as offering improved stability when working with loads throughout the 180-degree swing arc.”

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The latest addition to the NMC Railway Systems product line is the newly-updated NMC CTC08E Tie Crane. The CTC08E Tie Crane is designed specifically for railroad tie placing and material handling projects. The compact design of the tie crane allows for increased lift capacity with exceptional swing speed and, with its precise tool control, the machine is able to deliver enhanced tie handling agility.

As a Tier 4 final unit, it doesn’t require DEF fluid and regeneration is totally transparent to the operator and does not require stopping. It also boasts a fuel burn average of less than two gallons per hour.

“The CTC08E’s ability to work in a systems gang allows the operation to run smoothly down the track lines with minimal disruptions,” explained Mark Anderson, sales manager. “At NMC Railway Systems, we’ve seen growth in the need for a more compact piece of material handling equipment that still has the capabilities to move up and down the track lines. Operators of the NMC CTC08E Tie Crane can handle concrete and wood ties in a more efficient manner. The innovative on-track drive solution on the tie crane also allows for greater visibility and enhanced tie placement and accuracy. Designed to provide maximum power for material handling and transport, the tie crane is engineered to enhance ease of use for its operators.”

The updated crane offers additional comforts, including ground serviceability, pilot controls, air suspension seat and a 70dB(A) cab.

“Operators can now work with railroad ties, as well as other material handling applications in a safe, well-equipped cab area,” Anderson noted.

Omaha Track

There have not been any significant new innovations to material handling hi-rail trucks (grapple trucks) in the past few years, according to John Gallo, business development manager at Omaha Track Equipment. While creep drive systems were one of the most requested features a few years ago and remain so today, Gallo says today he sees more inquires for knuckles with train air for movement of railcars with these trucks.

“The market seems to be softening with a downward trend of the Class 1 railroad capital spending programs,” explained Gallo. “The majority of our grapple trucks are being sold to railroad contractors. The contractors have little flexibility when it comes to equipment delivery. Once they are awarded a contract, they generally are on a tight timeline; therefore, at Omaha Track Equipment, our attempt is to have work ready equipment available when it is needed.”

Omaha Track Equipment offers grapple trucks, as standard, equipped with 1/3 cord bypass-type grapples (other grapple styles, such as butt grapples are also available depending on the user’s application). Also as standard, Omaha Track Equipment provides trucks with pintle hitches www.rtands.com

materials handling

for towing trailers and material carts. In most cases, the end user is selecting magnet packages, as well. For normal “duty cycle” usage, the company now provides battery (electric) powered magnet systems. For heavy “duty cycle” usage, a hydraulic motor driven generator magnet system is a must. Another optional feature that is requested more often than not, Gallo says, is a creep drive system. The creep drive system allows the truck to be driven on track at very low speeds from the upper operator’s seat. Other optional features that are being requested are clam bucket attachments, hydraulic tool circuits and knuckle with train air for moving railcars.

RCE

In the past year, Rail Construction Equipment Compnay (RCE) has expanded the Railavator (hi-rail excavator) product line to include smaller and larger-sized equipment.

With more Railavator options now available, RCE can provide a wide range of material handling tasks on or off the track, including tie and rail handling and distribution, scrap and material reclaiming and even larger tasks that require heavy lifting capabilities, such as track panel handling and

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placement. Combine these units with RCE’s Swing Loader swing crane and the company says it can offer material handling units to fit anyone’s needs.

“Currently, the railroads are dealing with a large amount of emergency track repair issues due to the weather, especially down south,” explained Dennis Hanke, sales manager. “Machine versatility remains a top priority to customers.”

Vaia Car

Vaia Car has come out with a new product, the Vaia Car RT-5 Trailer, which is a simple device that can, in many cases, significantly reduce the cost and increase the efficiency of specific operations.

The Vaia Car RT-5 on/off-track trailer can be used with any vehicle that has an air braking system. The company notes that it works especially well with the Vaia Car 504, 704 and 804 series excavators. The RT-5 was designed to move track materials from off-track worksites to their point of use without transferring material from a ground carrier to a rail transport, thus increasing efficiency, reducing labor and promoting safety as material does not have to be transloaded

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to get to the jobsite.

“The market is generally good,” explained Davide Vaia, chief executive officer of Vaia Car. “The strong dollar makes it more attractive for European manufactures. Railroads are spending enor mous sums to maintain their infrastructure. These are not expenditures passed on to the taxpayers as is the case for trucks on the highways. There are constantly ways being sought to maximize work windows with minimum disruption to rail traffic.”

When it comes to demand, Vaia says that safe, reliable and efficient are always in demand with other features specific to individual machines. Safety issues are always of prime importance, he notes. European railway safety specifications are very strict and all equipment producers must comply to be accepted by the railways. It is an ongoing process with continual improvement, the company says.

V&H

V&H Inc., Trucks, is now carrying the brand new Palfinger Epsilon with A-frame outriggers. The company says this loader has a greater lifting capacity and a longer reach than its competitors in its class.

“The market is a little soft so far this year,” explained V&H. “The railroads are tightening up their budgets with a little glimmer of hope off in the horizon of a small upswing in business.

V&H Inc. has equipment priced for all budgets and a large inventory of used equipment to accommodate the needs of our customers. V&H has rental units available, which enables customers to have the equipment they need without a long term commitment.”

As for what is being asked of the industry, V&H says the rail market is continuing to ask for greater lifting capacities on the loaders, along with ways to be more efficient as they pick up the material.

Training and customer service is important to V&H. The company has a complete training facility in Marshfield, Wis., to assist in training employees and customers, has a full-time trainer on staff and webinars available monthly. www.rtands.com

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refining profile and

saving face Success in battling defects and extending the life of a rail can be met with a well-planned grinding or milling program.

by Mischa Wanek-Libman, editor

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raffic density is putting pressure on grinding and milling suppliers to provide service in a speedy yet efficient manner. Railroads and transit agencies need machines that are quiet in urban areas, reduce or eliminate dust production, can operate in restrictive environments and perform the job safely. Suppliers of these maintenance services provide a variety of equipment aimed at refining a rail’s profile by the most effective means possible.

New technology, collaborations

Harsco Rail has recently introduced Dynamic Pattern Generation as part of its grinder technology. Harsco explains that this enhancement provides the grinder with a mechanism to orient grinding motors based on measured rail profile, desired rail shape (template) and resulting metal removal effort.

“In the past, grinders used ‘canned’ patterns with predefined motor orientation and contact pressure,” said Joe Palese, Harsco Rail’s senior director – engineering and technology. “The primary variable that was available to the operator was the speed of grinder travel. With this enhancement, grinding motor orientation and contact pressure can be changed (along with grinder travel speed) for a specific grinding segment using sophisticated simulation technology to achieve the desired depth of metal removal at the proper location. This simulation is performed iteratively to define the number of passes the grinder must take in each direction and the motor orientation at each pass. This becomes particularly effective for smaller grinders that do not have enough grinding motors to achieve full rail head coverage in one grinder pass.”

He explained that in order to grind to a desired shape, templates must be defined to control the wheel/rail interface. Additional technology has been developed, which simulates the contact stress associated with the wheel/rail interface and this is used to define templates. Palese says that by collecting rail and wheel profile data and applying this simulation technology, Harsco Rail is able to provide customers with desired grinding templates specific to their conditions and operation.

“Railways worldwide have increased requirements for grinding to predefined metrics, while achieving increased efficiency,” said Palese. “Specifically, railways want to ensure that the www.rtands.com

top: A graph showing an example of Harsco’s Dynamic Pattern Generation. bottom: Simulation of Harsco technology being used to develop an ideal rail template.

proper rail profile is left behind and corrugation (or other rail surface anomalies/defects) are removed, while achieving the maximum grinding speed and optimal metal removal. Harsco Rail provides this by monitoring the rail profile condition using a grinding quality index (a measure of profile/template conforRailway Track & Structures

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Grinding and milling Loram’s RGS specialty grinder operating in Penny, B.C., Canada.

mance) and measuring and monitoring rail corrugation. In this manner, the grinding operation can be monitored as to its effectiveness and rail condition can be accurately measured and easily visualized during grinding.”

Harsco Rail and RailWorks Maintenance of Way, Inc., have

partnered to provide grinding services to Class 1 customers.

The services are led by RailWorks operating personnel who utilize technical support from Harsco as needed.

“Inquiries from Class 1 customers prompted us to begin a search of manufacturers that supply on-track switch and crossing grinding equipment,” said R.T. Swindall, vice president of RailWorks Maintenance of Way. “We were looking for a partner with expertise and industry leadership in heavy on-track equipment. Our search didn’t take long as Harsco was immediately identified as the world leader for this type of equipment.”

Swindall explains that RailWorks’ goal with the service is to provide an additional rail grinding solution that is service oriented and customizable.

“Over the past year, we’ve had great success partnering with Harsco to provide a higher standard of service. We have a strong, value-driven offering that combines Harsco’s manufacturing expertise with RailWorks’ proven field knowledge for managing and executing on-track heavy equipment services,” said Swindall. “In March, we just began operation of a new switch and crossing grinder for a Class 1 railroad that will work in the New England and Chicago areas. Our plan is to stay close to our customers and expand grinding and other services to meet their demands.”

Product diversity

Loram Maintenance of Way, Inc., offers a diverse grinding product line that includes the RG 400 Series – Heavy Haul,

Grinding and milling C44 Series – International, RGI – International, RGS – Specialty and the L Series – Mobile/Specialty/Transit.

The company says one of its most successful products has been the 400 Series Grinder, which has experienced strong demand on many heavy-haul railways in North and South America and Australia. Loram says the RGS Series allows customers to optimize productivity, reduce cost and increase asset life of switches and crossing rail. Loram’s RGI Series and C44 Series are designed with the latest technology to help meet grinding needs in restrictive areas and the company says the L – Series Grinder is the most productive “truckable” option on the market.

Loram says it refines the accuracy of its grinding process by continuing to study the deterioration of rail and causes for variation, incorporating those findings into the decisionmaking process. The company collects data from every North American Class 1 at various test sites.

“Refinements in the grind plan development process continue to improve the ability to achieve the profiling and metal removal objectives at the maximum efficiency,” said Loram.

For Loram, efficiency of its grinding process is critical as traffic density continues to increase.

“We foresee continued movement toward precision in achieving the desired profile and removing the fatigued metal, all while removing as little metal as is required at the fastest speeds possible. Less metal removed artificially through grinding leaves more of the rail head and extends the life of the rail, provided adequate metal is removed to accomplish the objec-

tive. Precision is required to ensure this is the case. Less metal removal required allows even faster speeds, fewer passes, less time spent in a block and a lower cost per track mile. Speeds will continue to be limited by the need to provide precise profiling of the rail, as well as line of sight requirements for machine operation,” said Loram.

Multi-faceted machine

Orgo-Thermit, Inc., operates a VM8000, 12-stone grinding vehicle that is equipped with four-wheel steering. The company says the machine is capable of road driving, which allows for quick on- and off-track movements, as well as the ability to drive to the grinding site without occupying track time.

Another feature Orgo-Thermit points out is the grinding ability to skew its wheels to “slide” out of the way of an oncoming train and return to its original position. The company said it upgraded the unit’s dust collection system, which means there is minimal dust in open track and almost non-existent dust in embedded track, an accomplishment that has won Orgo-Thermit praise, especially for work in crowded areas.

“We are working with customers to implement profiles to allow the conicity of wheel treads to help steer the train. This helps to not use the track to steer and keeps the high rail in curves from wearing,” said Pete Capiak, rail grinding supervisor. “Our quality of the finished product is second to none. We can easily grind directly through crossings and switches. With Orgo-Thermit’s ex-

Grinding and milling perienced team, the mounting time is kept to within 25 seconds. This allows the stoppage of traffic, pedestrians and trains to be kept to a minimum.”

He also says noise is always a major issue for transits in residential areas and notes the VM8000 is very quiet, noting that a normal conversation can be held while standing 10 feet from the machine.

Capiak says the finish goes hand-in-hand with keeping operations quiet and can be a delicate balance especially when it comes to not sacrificing power.

“Orgo-Thermit has done much research to get an even finer finish. The VM8000 leaves behind very tight facets (with no ridges) and a scratch mark of three to six micron. Orgo-Thermit has developed specialized grinding stones for different situations. Mill scale removal has always been the hardest to complete and keep passes to a minimum. With this new stone, the passes have been cut in half for mill scale removal. This helps to keep up with transit’s needs for increased production on shorter track times.

Orgo-Thermit has also developed a Fine Finish stone. This stone leaves behind an immaculate finish, creating an absolute silent environment, when a train passes. There is no longer the need to wait one or two weeks for the train to wear in,” said Capiak.

Mobile milling

Vossloh Rail Services is focused on finalizing an advanced

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concept for mobile rail milling, which is expected to be available by the end of 2016.

“Rail replacement is a major expenditure for any railroad or transit - milling makes it possible to fully refurbish and recover the rail, thereby extending the life of the rail. As milling is a cutting process (and not a grinding process), it is used for high rates of metal removal and where conventional grinding practices are not effective or can’t be used. Vossloh mobile rail milling is a corrective machining technology developed for full rail refurbishment, meaning removal of all defects and restoration of cross profile, in one pass, depending on the amount of metal removal required. Another major advantage of this technology is the elimination of fire hazards. Milling does not produce sparks and dust like grinding does. Milling can be used in dry areas, bridges and tunnels and in environments where rail grinding cannot be used,” said Ron Martin, general manager and vice president of Vossloh in North America. “The perceived drawback of milling is the limited working speeds, but with its high metal removal rate, corrective milling is faster than grinding when full rail recovery is considered. Vossloh’s mobile rail milling service has been successful in numerous countries around the world and we see a great opportunity for North American railroads to supplement their present grinding strategies with milling, especially in areas where grinding cannot recover excessively damaged rail, or in areas where grinding is too hazardous or not able to be used at all.”

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various cost-effective maintenance practices for conventional

track structures

Use determines a given maintenance strategy, but planning determines that strategy’s cost effectiveness.

by Avinash Prasad, P.E., L.S., Metropolitan Transportation Authority New York City Transit

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his article addresses conventional railroad systems throughout the world. It mentions the key points highlighting cost-effective maintenance strategies of permanent way components. Track has been termed the permanent way.1 The permanent way components of the track are rails, crosstie (sleepers), fasteners, ballast, sub ballast and soil formation.

There are ballasted, as well as nonballasted track structures. Both types of track structures have their own advantages and disadvantages. Normally, the installation cost of non-ballasted track structures is more than that of ballasted track structures, whereas the maintenance cost of non-ballasted track structures is less than that of ballasted track structure.

A turnout is defined as an arrangement of a switch and a frog connected by closure rails, by means of which rolling stock may be diverted among different tracks.3 A turnout could produce high lateral forces and accelerations, which require slower operating speeds and can have adverse effects on ride quality and component life.3 The maintenance of a conventional track structure should be such that it should follow, or tends to follow, the requirements of an ideal permanent way.4 There are various requirements that an ideal permanent way should possess, e.g. the gauge should be uniform and correct, both rails should be at the same level in straight track and at proper super elevation in a curved www.rtands.com

track; the permanent way should be properly designed so that the load of the train is uniformly distributed over the two rails, the fasteners and the ties; the track should have enough lateral strength; the curve radii and super elevation should be properly designed for the intended operating speed and prescribed uncompensated centrifugal acceleration; the track must have a certain amount of elasticity; all joints, points and crossings should be properly designed and offer a degree of robustness. The drainage system of the permanent way should be as perfect as possible and, in summary, all the components of the permanent way should satisfy the design requirements and should have adequate provision for easy renewals and repairs.

A diagram of a typical ballasted track section.5

Track needs regular maintenance to remain in good order, especially when high-speed train operations are involved. Improper maintenance will impose speed restriction along the affected track route to avoid accidents.

In the past, track maintenance was purely performed using manual labor. At that time, trackmen used to fix irregularities in horizontal alignment (using lining bars) and vertical alignment (using tamping jacks) of the track structure. During the course of time, maintenance of track was facilitated by use of a variety of specialized machines, such as the ballast cleaning Railway Track & Structures

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M/W Challenges: cost-effective maintenance

LEFT: Automatic tamping machine of track and turnouts. In this image, the machine is a Plasser & Theurer UNIMAT 08 – 475/4S.6 An example of typical light maintenance of the track structure.7

machine (BCM), Universal Tamping Machine (UTM), etc. Nowadays, maintenance of track structure is more mechanized compared to earlier times. Mechanized maintenance has obvious advantages when compared to manual maintenance.

The railroad companies should not wait to do emergency restoration work after an accident due to track maintenance failure. Rather, they should perform routine and special inspections of permanent way components on a regular basis and perform necessary manual, as well as mechanized maintenance.

Maintenance should be followed by inspection of the permanent way. The various types of inspections used to inspect the conventional track structure (particularly in Indian Railway) are inspection by foot, push trolley inspection, motor trolley inspection, foot plate (engine) inspection and rear vehicle inspection.

The author would like to mention the most common manual maintenance practice followed in most of the Asian countries.2 The manual permanent way maintenance is largely done by gangs consisting of gangmen under the supervision of a gangmate.

The most common system of routine manual (non-mechanized) track maintenance is known as through packing.

This includes the following steps: • Opening of ballast and loosening of rail fittings; • Examination of track and squaring of sleepers (ties); • Gauging, sleeper (ties) packing and re-packing of joint sleepers (ties); 30 Railway Track & Structures

April 2016

• Boxing the ballast section and clean-up.

The author would also like to mention the need for a low-cost maintenance strategy of existing turnouts.

“Points and crossings are vital and the most weak part of the track structure, which requires baby care otherwise in time it will lead to many accidents/interruptions to normal traffic, if not maintained properly,” 2 N.R. Kale et al., wrote in their research on points and crossings maintenance on Indian Railways.

The following strategy is based on the author’s 2011 AREMA Conference paper “Higher Diverging Speed Turnout Design in the Same Footprint.”

Special trackwork, including turnouts, can reduce a track section’s capacity by requiring speed restrictions in order to extend the turnout’s service life and can be an expensive component to replace once that its service life ends.

Modifying a rail system’s existing turnouts to be able to handle higher diverging speeds could increase line capacity and improve the dynamics and mobility of the system. A hypothesis developed by the author was presented at the AREMA 2011 Annual Conference in conjunction with Railway Interchange 2011 and proposes the possibility that developing low-cost upgrades to a system’s turnouts for higher diverging speeds may result in lower life-cycle costs and increased capacity by reducing lateral forces and acceleration, as well as component wear.3 The railroad industry spends hun-

dreds of millions of dollars every year on railroad track maintenance activities, routing large crews and heavy machinery throughout its extensive railroad networks. Effective planning saves on maintenance costs and resources and affects the safety and operational efficiency of the maintenance activities.8 The author would like to emphasize the need of proper planning in maintenance activities to achieve better operational efficiency, less maintenance cost and aiming for zero accidents. Railroad companies are advised to start with basic manual/mechanized maintenance practices and then go for more sophisticated maintenance practices to achieve better operational efficiency, less maintenance cost and aim for zero accidents.

Future work

With an increasing pace of changes in technology and the current economic downturn, organizations around the world are focused on more cost-effective and value-added technology related to the maintenance practices of conventional track structures and associated infrastructures. The author continues with his research on various cost-effective maintenance practices for conventional track structure. Operations research techniques offer opportunities to facilitate and improve the decision-making process. One of his thoughts includes the use of the Operation Research Principles for dealing with various cost-effective maintenance practices for conventional track structure. The author will provide a more in-depth look at this subject at the www.rtands.com

M/W Challenges: cost-effective maintenance American Railway Engineering and Maintenance-of-Way Association (AREMA) 2016 Annual Conference & Exposition, Aug. 28-31 in Orlando, Fla. The author acknowledges the help of Ms. Purnima and Prayaga Prasad in peer reviewing this article. The author sincerely thanks his professors at New York University and supervisors at Metropolitan Transportation Authority-New York City Transit for their help and encouragement.

5. “Transportation Engineering II (CVL 007).”

Introduction to Railway Engineering (T.E 2).

N.p., 23 Mar. 2015. Web. 23 Mar. 2016.

6. Skanska. “Rail Mechanization.” Rail Mechanization-Product & Services-Skanska. N.p., 11 Aug. 2014. Web. 22 Mar. 2016.

7. Spall, N. “Rail Industry Focus. Significant Civil Engineering at Farnworth Tunnel Nears Completion.” Rail Technology Magazine, 28 Dec. 2015. Web. 13 Mar. 2016.

8. Ouyang, Y. “Improving Railroad Track Maintenance Scheduling with Operations Research Techniques.” TR News. Issue Number 286, pp. 55-56.

References

Disclaimer

1. Hay, W.W. Railroad Engineering. New York: Wiley, 1982. Print.

2. India. Indian Railways. N.p.: n.p., n.d. Indian Railways. Indian Railways. Web. 13 Mar. 2016.

3. Prasad. A. “Turnout Design: Higher Diverging Speed in The Same Footprint.” Paper presented at 2011 Annual AREMA Conference, Minneapolis, Minn., Sept. 18-21, 2011.

4. Rahul, B. G. Component Parts of a Permanent Way (n.d.): 1-26. Web. 13 Mar. 2016.

Even though the author works for MTA-NYCT, any opinions, findings and conclusions or recommendations expressed in this material does not reflect the views or policies of MTA-NYCT nor does mention of trade names, commercial product or organizations imply endorsement by MTA-NYCT. MTA-NYCT assumes no liability for the content or the use of the materials contained in this document. The author makes no warranties and/or representation regarding

Acknowledgement

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the correctness, accuracy and or reliability of the content and/or other material in the paper.

The contents of this file are provided on an “as is” basis and without warranties of any kind, are either expressed or implied.

About the author Avinash Prasad works for MTA-NYCT as a civil engineer level–III. He has had more than 27 years of professional experience mostly with MTA-NYCT and foreign railways. Being a professional in the United States and foreign railroad companies in various capacities (employee/consultant), the author has extensive experience of various maintenance practices for conventional track structures.

He is a registered professional engineer and land surveyor in multiple states and a Doctor of Philosophy Candidate at New York University. The author is member of AREMA since 2000 and a committee member of Rail (2007-2011), Track (2007-present) and High Speed Rail Systems (2011-present). His technical papers were presented at earlier AREMA conferences and published in Railway Track & Structures magazine.

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Opportunities

Introduction to Practical Railway Engineering July 2016 Toronto, Canada Introduction to Practical Railway Engineering August 26 - 28 Orlando, FL

Brian A. Lindamood, PE AREMA President 2015-2016

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

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

32 Railway Track & Structures

April 2016

“May you live in interesting times,” so says the proverb. Fuel costs are half of what they were two years ago. The pundits would have you believe that the economy is better than it has been over the past several years. We even have our first long-term surface transportation bill in roughly a decade. Yet, political uncertainty remains, as it is an election year. Threats to the existing Class 1 railroad structure loom and traffic in several key areas has been softening. For the first time in several years, the railroad industry is withdrawing from what has been several years of record capital investment.

These business cycles are neither unique nor avoidable. What is constant throughout these phases is the infrastructure required to operate the railway. With few exceptions, much of the heavy infrastructure installed over the past decade will likely be in service after many of us have retired. While it is generally understood that when traffic volumes are up, revenues will support higher capital investment in infrastructure and the reverse is also true. However, if we accept that our infrastructure requires investment in assets with a long life span that will perform over multiple cycles of traffic growth and decline; then it also might seem prudent to actually increase capital investment when traffic volumes are lower to realize better long-term value while the costs are lower and traffic interruptions are less.

Just as we invest in steel, timber, electronics and concrete, the infrastructure of our industry includes the people who work within it. This human capital requires investment and maintenance just as a bridge or signal system does. I would like to think that the lessons the industry learned in the 1960s and 1970s in regard to the long-term effects of deferred maintenance have also been learned over the past 10 years in respect to reinvestment in personnel.

When people consider AREMA, what most see is the broad wealth of technical information that we provide regarding the physical infrastructure of the North American railway industry. Nearly every technical aspect is covered in one form or another. What is frequently overlooked is the human capital aspect, the thousands of volunteers who help develop and refine manual material, produce seminars and webinar material or work with universities and students.

As 2016 rolls on and the industry adjusts from several boom years to a more moderate measure, the effect of the lower business levels can be felt in numerous ways. These are serious effects that I do not intend upon making light. However, just as finding track time is harder when traffic is up, finding time for employee development and training is harder when capital budgets are up.

By now, you should have received information regarding AREMA’s 2016 Annual Conference and Exposition in Orlando, Fla., August 28 - 31. The conference will provide several days of technical presentations, seminar opportunities and an extensive exposition hall for industry personnel to collect, discuss and learn about new www.rtands.com

Upcoming Committee Meetings

April 13-14 Committee 4 - Rail

Minneapolis, MN

April 18-19 Committee 34 - Scales

Atlanta, GA

April 19-20 Committee 2 - Track Measurement and Assessment Systems May 19-20 Committee 8 - Concrete Structures & Foundations

May 24-25 Committee 15 - Steel Structures May 26

Lancaster, PA

Committee 9 - Seismic Design for Railway Structures Philadelphia, PA

Topeka, KS

June 12-14 Committee 24 - Education & Training

Anchorage, AK

Vancouver, WA

June 16-17 Committee 30 - Ties

Urbana, IL

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

products and services that may have useful application on your railroad. I am particularly excited about the presentations which have been selected this year.

When considering attendance, please weigh the value of the investment. I look forward to seeing you there.

Committee 15 Field Trip

FYI‌

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

Be sure you're in the hands of all conference attendees by advertising in the 2016 Conference Proceedings. Visit www.arema.org for more information on advertising rates.

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

While meeting in San Antonio, Texas, February 1 - 2, 2016, Committee 15, Steel Structures, made a field trip to AZZ Galvanizing. Kevin Irving of AZZ Galvanizing in Joliet, Ill., organized the event and also provided a presentation about galvanizing to the committee. The field trip was very enlightening, especially with respect to improved design and detailing practices to consider to help facilitate the galvanizing process.

Members of Committee 15, Steel Structures, participate in a field trip to AZZ Galvanizing in San Antonio, Texas, as part of their February 2016 meeting.

Not an AREMA Member?

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

Do you want to generate leads, promote a product and reach a target audience? Sign up for sponsorship of the AREMA 2016 Annual Conference & Exposition.

Please contact Lindsay Hamilton at lhamilton@arema.org for more information on sponsorship investment opportunities.

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

Use code SPRING2016 for 20 percent off any single job posting during the month of April. Start posting jobs today.

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

Railway Track & Structures

April 2016 33

AREMA NEWS

Getting to know David Clark Each month, AREMA features one of our committee chairs.

We are pleased to announce that the April featured chair is David Clark, chair of Committee 5 - Track.

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

CLARK: I always was interested in transportation and railroads back to a time when my mom worked at a coal company and I would go to work with her on Saturday and watch the Louisville and Nashville and Seaboard load coal trains. As I started into engineering school at the University of Kentucky, I took some of Dr. Jerry Rose’s railroad classes and liked the work. Railroad engineering had a draw to involving building infrastructure for something big.

AREMA: How did you get started?

CLARK: I started July of 1996 with CSX as assistant trainmaster in Cincinnati, Ohio, working at Queensgate Yard.

After a year of working in Transportation, I was moved to the Engineering Department and starting working on the Baltimore and Ohio double track project that prepared CSX for the Chicago to New York/Boston traffic that it would take over from the Conrail breakup. I worked with many people at CSX and learned quickly about design and construction of track, bridges and signals.

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

CLARK: Around 1995, while at University of Kentucky, I entered a research paper into an American Railway Engineering Association (AREA) contest and won. Part of winning was a free membership in AREA. After school, I maintained my membership in AREA and AREMA. I joined Committee 5 in 2007 when I worked with on the Engineering Standards team at CSX. AREMA: Outside of your job and the hard work you put into AREMA, what are your hobbies?

CLARK: My main interests outside of work and family is photography and amateur radio. I like taking pictures when I travel and around home, events and the like. I have been an amateur radio operator since I was in high school and won several national and worldwide awards for operating specific other amateur radio stations. I use knowledge gained from both hobbies to complement my work.

AREMA: Tell us about your family.

CLARK: My wife is Candy Clark and we have been married 15 years this year. We moved to Jacksonville, Fla., when we were first married when I worked at headquarters.

A couple of moves later, we now live in northern Kentucky.

We have three children: Phoebe, 14; Jason, 11 and Kathryn, nine. The girls love to dance and Jason is into archery at his school.

34 Railway Track & Structures

April 2016

David c. clark, PE Director Construction Engineering CSX Transportation

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

CLARK: My wife says that I can learn how to do anything by reading a book. Find me a good book or reference and I’ll figure it out.

AREMA: What is your biggest achievement?

CLARK: My biggest professional achievement is working on the B&O double tracking team in the late 90s to restore double track from Chicago to Greenwich, Ohio. Our project won the Dr. W.W. Hay Award in 2001. The experience that I gained while working on that project has been invaluable for my career.

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

CLARK: I would advise young engineers to be patient with their career in the beginning. There is so much to learn and the travel can be difficult. Use the time to soak and learn to apply as much knowledge as possible in all aspects.

Immerse yourself in your work and try to learn about all facets of railroad from track and roadway, to bridge to signal functions. The key is to get a broad immersion in the beginning and build upon experience. www.rtands.com

Dr. William w. hay award for excellence

AREMA Publications 2016 Manual for Railway Engineering ©

now available There have been numerous updates to more than 5,000 pages of the Manual for Railway Engineering.

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

Downloadable Chapters Available Online.

2016 Communications & Signals Manual of Recommended Practices

©

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

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

Downloadable Sections Available Online.

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

Railway Memoirs by William G. Byers, PE

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

www.rtands.com

Call for entries

2014 Portfolio of Trackwork Plans ©

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

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

AREMA Bridge Inspection Handbook ©

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

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

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

Practical Guide to Railway Engineering ©

This guide provides a comprehensive overview and understanding of the railway system. Whether you are new to the rail industry or a 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.)

The selection process for the eighteenth Dr. William W. Hay Award for Excellence has begun and this year’s chair, Michael W. Franke, a former student of Dr. Hay, has issued a call for entries.

The 2015 Hay Award went to Union Pacific Railroad and BNSF Railway for their project, “The Tower 55 Multimodal Improvement Project.”

The purpose of the award is to honor innovative railway engineering procedures, projects and products and the individual(s) who have created and successfully applied them to the railroad industry. Criteria for winning the award are: • Innovation • Safety • Service performance and reliability Consideration is also given to the project’s objective, stated goals, costs and benefit achievement and the general advancement of the base of railway engineering knowledge.

Deadline for Entries: MAY 27, 2016 Please contact Stacy Spaulding at sspaulding@arema.org or +1.301.459.3200, ext. 706 or visit www.arema.org for more information.

Railway Track & Structures

April 2016 35

AREMA NEWS

Past student scholarship winner: Tyler Kuzee AREMA: Tyler, you started your rail career as an AREMA Student Chapter member at Michigan Tech University, how did this participation guide you to your career goals?

KUZEE: As a member of Michigan Tech’s AREMA

Student Chapter, it helped guide my career in many ways; not just in the railroad industry, but as a leader, too. I was given the ability to enhance my leadership skills as a board member of the chapter, while at the same time, gaining experience in the workings of the railroad industries through site visits of Canadian Pacific in Duluth, Minn.; BNSF in Minneapolis and Chicago; Union Pacific in Chicago, EMD’s factory in Chicago and attending the AREMA conference each year.

AREMA: In 2011, you were the recipient of the John J. Cunningham Memorial Scholarship and, in 2012, the recipient the Norfolk Southern Foundation Scholarship; how did these impact you while you were at Michigan Tech University?

KUZEE: Both of these scholarships helped me out greatly

during my time at Michigan Tech by helping lift some of the financial burden of college from my shoulders, allowing me to focus on my studies. It also showed me how committed the rail industry is to furthering the education of their potential new railroaders.

AREMA: What is your biggest accomplishment during your career at BNSF? KUZEE: My biggest accomplishment thus far in

my career at BNSF was last May, I was given the opportunity to take over my own territory as roadmaster overseeing all maintenance on 113 miles of double mainline track and 63 miles of branch line.

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

KUZEE: In my spare time, I enjoy traveling throughout

the country, seeing and exploring new areas. When I am not traveling, I spend my time with either my thoroughbred race horses or border collie working cattle and sheep.

36 Railway Track & Structures

April 2016

Tyler Kuzee Supervisor Engineering Support BNSF Railway

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

KUZEE: One thing I would tell my younger self would

be to get involved sooner in the industry you want to make a career in. I strongly believe that it is the connections and relationships I built while being a member of Michigan Tech’s AREMA student chapter that helped me get the job at BNSF. Without this experience, I would not be where I am.

www.rtands.com

AREMA Annual Rail Reports

www.rtands.com

Railway Track & Structures

April 2016 37

38 Railway Track & Structures

April 2016

www.rtands.com

PRODUCTS

CALENDAR

APRIL 27-28. Light Rail 2016. Philadelphia Marriott Downtown. Philadelphia, Pa. Phone: 212-620-7208 and 212-620-7205. E-mail: conferences@sbpub.com.

Website: www.railwayage.com/lightrail.

MAY 3-5. Fundamentals of Rail Freight Terminals, Yards and Intermodal Facilities. Oak Lawn, Ill. Contact: Dave Peterson. Phone: 800-462-0876. E-mail: peterson@epd. engr.wisc.edu. Website: https://epd.wisc.edu/courses/.

10. Western Railway Club Meeting. Union League Club of Chicago. Chicago, Ill. Phone: 847-877-1514.

E-mail: info@westernrailwayclub.com. Website: www. westernrailwayclub.com.

Welders

Lincoln Electric launched its new CrossLinc™ Technology-enabled welding equipment. The Flextec ® 350X welder uses a proprietary communications protocol to transfer operator voltage adjustments at the feeder to the power source hundreds of feet away using a common, copper weld cable. No additional control cable is required. Lincoln Electric’s Flextec 350X multi-process welding power source delivers arc performance for all DC wire, stick and TIG processes and gouging up to 3/16 inch. Engineered for outdoor use and harsh environments, this IP23-rated welder features fullyprotected components. With an output range of five to 425 amps, the Flextec 350X is rated at 300 amps, 32 volts at 100-percent duty cycle or 350 amps, 34 volts at 60-percent duty cycle. The welder was designed to be lightweight and portable, weighing 77 pounds.The Flextec 350X is offered as a construction model for connection with across-the-arc or CrossLinc-enabled feeders or a standard model compatible with a greater selection of feeders, including across-the-arc, analog, digital or CrossLinc Technology-enabled wire feeders.

Multi-operator four-pack and six-pack rack systems are available for each model. Phone: 216-481-8100.

Hydraulic magnet

Moley Magnetics, Inc., introduced the 28 inch ESA Moley Magnet. Moley Magnetics’ ESA line of fully-enclosed hydraulic scrap magnets are heavy-duty magnets ideally suited for demolition use or any other application where a quick change of attachments is beneficial. The company says the magnet is unique because it is designed to be installed on skid steers, rubber-tired backhoes and knuckle boom cranes. The company says the magnet’s low weight (882 lbs.) and low oil flow (five to eight gallons per minute) make it ideally suited for use on smaller equipment. Moley notes that the magnet allows an operator to use smaller machinery to do the same work as larger machinery, thereby reducing operating costs. Phone: 844-662-4638.

40 Railway Track & Structures

April 2016

16-18. Railroad Bridge Inspection. Knoxville, Tenn.

Contact: Diana Webb. Phone: 865-974-5255. Website: http://ctr.utk.edu/CTRrailcourses/index.html.

17. CWR and Thermal Forces Workshop. Madison, Wis. Contact: Dave Peterson. Phone: 800-462-0876. E-mail: peterson@epd.engr.wisc.edu. Website: https://epd. wisc.edu/courses/.

18. Understanding and Complying with FRA 213 Track Safety Standards. Madison, Wis. Contact: Dave Peterson. Phone: 800-462-0876. E-mail: peterson@epd. engr.wisc.edu. Website: https://epd.wisc.edu/courses/.

JUNE: 7-8. Rail Insights. Hotel Allegro. Chicago, Ill. Phone: 212620-7208 and 212-620-7205. E-mail: conferences@sbpub. com. Website: www.railwayage.com/railinsights.

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

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

14-16. International Crosstie & Fastening System Symposium. Newmark Civil Engineering Lab. Urbana, Ill. Phone: 217-244-4600. E-mail: crosstie-conf@illinois. edu. Website: http://railtec.illinois.edu/Crosstie/2016/ crossties.php.

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

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

Website: www.apta.com.

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

Ad Index Company

Phone #

AREMA Marketing Department

301-459-3200

Auto Truck Group Birmingham Rail & Locomotive Co.

Brandt Road Rail Corporation

Custom Truck & Equipment Danella Rental Systems, Inc.

Fax#

e-mail address

Page #

301-459-8077

marketing@arema.org

816-412-2131

816-412-2191

eschoenfeld@autotruck.com

19

205-424-7245

205-424-7436

bhamrail@aol.com

16

306-791-3287

306-525-1077

sgettis@brandt.ca

816-241-4888

816-241-3710

bboehm@cte-equipment.com

610-828-2260

pbarents@danella.com

412-928-3512

glippard@lbfosterco.com

512-863-0405

bachman@georgetownrail.com

Cover 2

610-828-62-00

Cover 3

21

15 2

L.B. Foster Co.

412-928-3506

Georgetown Rail Equipment Co.

512-869-1542 ext.5292

Harsco Rail

803-822-7551

803-822-7521

mteeter@harsco.com

28

Herzog Railroad Services, Inc.

816-233-9002

816-233-7757

tfrancis@hrsi.com

8

Hougen Manufacturing, Inc.

866-245-3745

800-309-3299

info@trak-star.com

6

jim.ladner@landoll.com

Cover 4

sales@loram.com

17, 24

lovitt@mitchell-railgear.com

5

sales@moleymagneticsinc.com

21

Landoll Corporation

800-428-5655

888-293-6779

Loram Maintenance of Way, Inc.

763-478-6014

763-478-2221

Mitchell Equipment Corporation

734-529-3400

734-529-3433

Moley Magnetics, Inc.

844-M-MAGNET (844-662-4638) 716-434-5893

Neel Company, The

703-913-7858

703-913-7859

jlewis@neelco.com

North American Rail Products Inc.

604-946-7272

888-692-1150

cerhart@narailproducts.com

866-724-5238

217-522-6588

grif1020@yahoo.com

402-346-4300

402-346-1783

RAILCET

Railway Educational Bureau, The

RailWorks Corporation Rail Construction Equipment Co. V&H Inc., Trucks

4

bbrundige@sb-reb.com

7 31 20

31, 39

866-905-7245

952-469-1926

jrhansen@railworks.com

26-27

866-472-4510

630-355-7173

dennishanke@rcequip.com

9

715-486-8800

714-387-0657

a.thoreson@vhtruck.com

16

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

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

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

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

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

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

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

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

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

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Railway Track & Structures

April 2016 41

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Remanufactured 6700 sales

On-site training

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

Equipment leasing

Trade ins accepted

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

EMPLOYMENT

Business Development Manager Contact: Scott Woodfield 908-232-4100 x222 email: scottw@tracksunlimitedllc.com MANY YEARS OF EXPERIENCE IN THE DESIGN AND CONSTRUCTION OF RAILROAD EQUIPMENT

SEE FULL JOB POSTING AT RAILWAYAGE.COM

Assistant Engineer-Track Infrastructure Engineering--Newark Analyzes actual costs and progress vs budget for track projects to ensure projects are done within budget and meet scope of work.

Prepares and submits Track Program budgets, requisitions and change orders.

Bachelor’s degree in Civil Engineering, and five (5) or more years of experience in track maintenance and construction. Budget experience desirable.

Send resume to chrmvff@njtransit.com NJ TRANSIT IS AN EQUAL OPPORTUNITY EMPLOYER

JOHN GALLO

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

44 Railway Track & Structures

April 2016

www.rtands.com