RTS August 2020

RAIL CONSTRUCTION

INVENTING

WHEELS MOUNT WASHINGTON RAILWAY COMPANY’S MASTER CREATION COMES WITH SEVERAL OTHER ONE-OF-A-KIND SOLUTIONS

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February 2018 // Railway Track & Structures 1

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CONTENTS

August 2020

FEATURES

8

Look before you cut Amtrak deploys ground-penetrating radar to bring efficiencies to undercutting

12

Positive testing Ballast maintenance manufacturers conduct thorough testing to ensure quality out in the field

20

8 DEPARTMENTS

4

20 On the Cover Crews weld track on the Mount Washington Cog Railway.

For story, see p 20.

Photo courtesy of the Mount Washington Railway Company.

TTCI Response of typical steel girder railway spans

32

AREMA News Message from the President, Scholarship winner—Where are they now?

37 39 39

Classifieds Advertising Advertisers Index Sales Representatives

Made for this Crews at Mount Washington Cog Railway invent a new way to set new track

26

Strong welds Rail welding industry continues to thrive with innovation

COLUMNS

3

On Track Fraction of failure is huge

40

Last Stop The best defense against uncertainty

Follow Us On Social Media @RTSMag

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August 2020 // Railway Track & Structures 1

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» concrete ties

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ON TRACK

Fraction of failure is huge VOL. 115, NO. 6 NO. 8 PrintVOL. ISSN116, # 0033-9016, Print ISSN ## 0033-9016, Digital ISSN 2160-2514 Digital ISSN # 2160-2514 EDITORIAL OFFICES EDITORIAL OFFICE 20 South Clark Street, Suite 1910 3680 Heathmoor Drive Chicago, Ill. 60603 Elgin, (312) IL 60124 Telephone 683-0130 Telephone 336-1148 Fax (312)(630) 683-0131 Website www.rtands.com BILL WILSON Editor-in-Chief wwilson@sbpub.com DAVID LESTER KYRAC. SENESE Managing Editor dlester@sbpub.com ksenese@sbpub.com CORPORATE OFFICES BOB TUZIK 88 Pine Street, 23rd Floor, Consulting Editor New York, NY 10005 btuzik@sbpub.com Telephone (212) 620-7200 CORPORATE OFFICES Fax (212) 633-1165 55 Broad St 26th Fl. ARTHUR J. MCGINNIS, New York, N.Y. 10004JR. President and Telephone (212)Chairman 620-7200 Fax (212) 633-1165 JONATHAN CHALON ARTHUR Publisher J. MCGINNIS, JR. President and Chairman MARY CONYERS Production CHALON Director JONATHAN Publisher NICOLE D’ANTONA Art Director MARY CONYERS Production Director HILLARY COLEMAN GraphicD’ANTONA Designer NICOLE Art Director MAUREEN COONEY Circulation Director ALEZA LEINWAND Graphic Designer MICHELLE ZOLKOS Conference Director MAUREEN COONEY Circulation Director CUSTOMER SERVICE: 800-895-4389 Reprints: PARS International MICHELLE ZOLKOS Corp.

253 West 35th Street 7th Floor Conference Director New York, NY 10001 CUSTOMER SERVICE: 800-895-4389 212-221-9595; fax 212-221-9195 Reprints: PARS International Corp. curt.ciesinski@parsintl.com 253 West 35th Street 7th Floor New York, NY 10001 212-221-9595; fax 212-221-9195 curt.ciesinski@parsintl.com

S

liding down three onehundreths sounds like the work of plate tectonics.

I am going to blame it on the creep of the Earth’s sections anyways. I surprised myself during the first semester of college when I achieved straight A’s.

Of course, the accomplishment put my expectations on the top of Mauna Loa (the tallest active volcano in the world), triggering the possibility of an explosion and complete meltdown with every single future quiz or exam of my entire college career. Perfection is as sensitive as a bubble blowing in the wind.

The boom happened as soon as I sat down in my Earth Science class second semester freshman year. The gooey mess that followed took time to engulf my spirit, and boy did it burn. First I was dealing with a roommate who stole my calling card and charged over $1,000 in long-distance calls. Then I got pneumonia, and that was followed by the breakup with my girlfriend. With all this going on, I still had to go to class, and Earth Science.

I struggled through it, but it all came down to final exam week. I went into the big whammy with a solid C, and ended up with a D. Total meltdown, and to this day I have no idea how it happened. I knew enough about plate tectonics to get by with an average grade. The crater sank my overall GPA to a 3.5 (I still managed to get a 3.0 for the spring semester despite lightning-fast erosion in the one subject).

In the end, I graduated with a cumulative GPA of 3.72, good enough for cum laude honors, but just three one-hundreths away from magna cum laude.

I graduated on a beautiful spring day, and I could hear the Earth’s movements just mocking me.

The smallest of numbers could be hitting Caltrain with a 10-count in the near future. During the COVID-19 pandemic, the passenger train service has been using its portion of federal bailout money to just keep the lights on, and was

hoping a sales tax, amounting to one-eighth of a cent, would lift it out of the crater, and even help lay down new track to expand service at a later date.

The San Francisco Board of Supervisors, however, dropped the bomb on Caltrain in mid-July when it failed to introduce a resolution supporting the one-eighth of a cent sales tax during a meeting. The move would have put the measure on the November ballot.

Several people stood in support of the tax during the San Francisco Board of Supervisors get-together on July 14, but those with the power pushed for detonation instead of pushing for the right thing.

Leading up to the meeting many thought the sales tax hike was a sure thing. I mean, we are talking about a sliver of a penny here, so small and meaningless the United States Mint does not even waste any time coining the amount. Seamus Murphy, chief communications officer for Caltrain, said the ballot move could have saved the rail system from being shut down completely.

Of course, politics appears to have gotten in the way. The San Francisco Board of Supervisors wants to see changes in who controls Caltrain. Members want San Francisco and Santa Clara counties to have more of a voice.

Word is the board would support putting a tax on the ballot if those changes take place.

However, changes can sometimes move at the speed of a glacier. In the end, the voice of the passenger, which should come through loud and clear, could be silenced. I can still say I graduated with honors, but did the San Francisco Board of Supervisors leave that July meeting with its honor intact?

BILL WILSON Editor-in-Chief

Railway Track & Structures (Print ISSN 0033-9016, Digital ISSN 2160-2514), (USPS 860-560), (Canada Post Cust. #7204564; Agreement #40612608; IMEX P.O. Box 25542, London, ON N6C 6B2, Canada) is published monthly by Simmons-Boardman Publ. Corp, 88 Pine Street, 23rd Floor, New York, NY 10005. Printed in the U.S.A. Periodicals postage paid at New York, NY, and additional mailing offices.

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August 2020 // Railway Track & Structures 3

TTCI R&D

Response of Typical Steel Girder Railway Spans: Theoretical vs. Measured Investigating life extension and service life estimates for common bridges Anna M. Rakoczy, Ph.D., Principal Engineer, Duane Otter, Ph.D., P.E., Scientist, David Linkowski, Engineer, Transportation Technology Center, Inc. (TTCI)

T

ransportation Technology Center, Inc. (TTCI) is testing riveted steel girder railway bridge spans for fatigue and safe service performance. These tests are being conducted at the Facility for Accelerated Service Testing (FAST) in Pueblo, Colo. The bridges at FAST carry approximately 150 million gross tons (MGT) per year of heavy axle load (HAL) traffic. The five tested spans are being loaded at or above their normal rated capacity by the FAST train. In addition, TTCI performed tests in revenue service on steel railway bridges to obtain loading data on different span lengths.

TTCI is using this research to investigate life extension and service life estimates for common steel spans as part of the Association of American Railroads’ (AAR) Strategic Research Initiatives (SRI) program. This article presents bending stress estimation using different assumptions about section properties and dynamic impact factor. Stresses calculated using a new Fatigue Rating Impact with alpha factor were compared to stresses calculated using Fatigue Design Impact. Finally, these various calculations were compared to results from field testing.

Key findings of the field testing • Test results show that the current AREMA recommendation of Fatigue Design Impact in combination with net sections provides a conservative stress estimate on the order of 30 to 40 percent; • The proposed Fatigue Rating Impact with net section and alpha factor provides more accurate stress estimation. The Fatigue Rating Impact can be effectively used for railroad bridge fatigue evaluation; and 4 Railway Track & Structures // August 2020

• The bending stresses calculated using the distance between bearing faces for the span length more closely match the stresses calculated from strain gage measurements. This is especially evident for shorter spans, while for longer spans the assumption about span length has less effect.

Motivation Existing bridge fatigue evaluation procedures are often conservative. Currently, AREMA recommends using many of the same criteria for railroad bridge design and capacity ratings of existing structures. Based on TTCI’s experience in applying experimental stress analysis to railroad bridges at FAST and in revenue service, as well as other observations,1 it is evident that the design stresses are conservative to an extent that renders inaccurate fatigue evaluations of existing structures. Recently, the new Fatigue Rating Impact in combination with a proposed alpha factor was introduced to AREMA Chapter 15.1 Therefore, TTCI performed a study to compare stresses calculated from strain gage measurements with theoretical stresses calculated using current AREMA recommendations and the proposed Fatigue Rating Impact combined with an alpha factor.

Dynamic impact Parameters affecting the dynamic behavior of steel railway bridges under train loads are related to characteristics of train, track, superstructure, and approaches of a bridge.

The AREMA2 design impact represents a rare event, which is necessary for structural

design, but contains conservative assumptions that negatively impact fatigue analyses, which should be based on the statistical distributions of stress ranges, not the maximum values.

The new Fatigue Rating Impact for fatigue evaluation of existing structures (stringers, beams, girders, and floor beams) is 15 percent of Design Impact, combined with the AREMA speed reduction. The Fatigue Rating Impact represents the average ratio of measured impact to calculated design impact values. For a bridge with smooth continuous welded rail and well-maintained approaches, and for trains with well-maintained wheels, the average impact can be near zero at typical freight train operating speeds.

The alpha factor value proposed for stringers, beams, girders, and floor beams is 85 percent.

Field measurements Five riveted steel girder railway bridges located at FAST carry approximately 150 MGT per year of HAL traffic. The east steel bridge contains a 55-ft 5-in. span and a 65-ft span and is located on tangent track. The west steel bridge has two shorter spans of 24 ft and 32 ft and is located on a 5° curve with 4 in. of superelevation. The newest addition to FAST is a 30-ft span located on the middle bridge, which also is located on a 5° curve with 4 in. of superelevation.

TTCI previously tested three open-deck bridge spans on Norfolk Southern (NS) to obtain loading history data under different train types on different span lengths. Riveted steel DPG spans of 30, 64, and 80 ft approximate overall lengths were tested at a test site

Figure 1. FAST train on one of the FAST steel bridges.

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TTCI R&D

between Roanoke, Va., and Bluefield, W.Va.3 Data was obtained under revenue traffic at quarter points and mid-span on all three bridge spans.

TTCI also collected data from a BNSF Railway Company (BNSF) bridge over Fountain Creek near Pueblo.4 This bridge has five ballasted deck spans with girders of about 115 ft in overall length. Measurements were taken under revenue service Union Pacific Railroad (UP) and BNSF trains.

For bridges at FAST, the typical train consists of 53-ft railcars loaded to 315,000 lb gross rail load. For revenue service bridges, measurements for coal trains were used with the assumption of 53-ft railcars loaded to 286,000 lb. This load was used to predict bending stresses at mid-span.

Limitations The live-load stress data from FAST provide several data points beyond the stress levels typically found in revenue service. FAST spans intentionally have higher live-load stresses than spans from revenue service because the cars in the FAST train are about 10 percent heavier than those in revenue service.

The data supports use of the proposed stress estimation methods for stress calculated from strain measurements with values up to 10 ksi. The calculated values using the proposed impact and alpha factors are nearly 12 ksi. Note that the use of the current AREMA fatigue stress calculations give values of over 14 ksi for this

data (Figure 1).

Previous studies provide some insight into behavior of riveted steel girders. Tests at the University of Illinois had determined a static frictional resistance of riveted connections of ~10 ksi (1911) and a typical clamping stress of ~30 ksi in riveted connections (hot driven shop type) (1930).5,6 This clamping stress multiplied by the steel-to-steel coefficient friction of 0.4 (dry sliding friction) is ~12 ksi, which might explain why the use of the alpha factor in calculations matches the measured data so well. Above this stress level, behavior might change. Further research into this behavior is recommended.

Theoretical stresses For purposes of fatigue estimation, AREMA Chapter 15 currently recommends the use of Fatigue Design Impact in combination with net section. For all spans mentioned in the previous section, the comparison of theoretical stresses versus stress calculated from strain gage measurements is presented in Figure 2, which shows that the theoretical stresses are 30 to 40 percent higher than the stresses calculated from strain measurements. The highest theoretical stress is ~14.5 ksi, while the highest stress from strain measurements is only ~10 ksi.

Comparison of impact factors In this investigation, the bending stresses were calculated using the common approach based on center-to-center distance between bearings. Figure 3 presents various combinations of impact and section properties. It is visible that the calculations with net sections are too conservative unless the Fatigue Rating Impact and alpha factor are used.

Figures 4 presents a comparison of measured versus theoretical stresses calculated using Fatigue Rating Impact with net section and alpha factor.

The Fatigue Rating Impact corresponds to 15 percent of Full Design Impact with a further reduction factor due to speed.

Figure 5 presents a comparison of stresses from strain measurements with theoretical stresses calculated using Fatigue Rating Impact and alpha factor. The closest match to stresses from strain measurements is reached when the span length is taken as the distance between inside bearing edges. It is especially evident for shorter spans, while for longer spans the assumption of the span length has less effect.

6 Railway Track & Structures // August 2020

Figure 2. Comparison of theoretical bending stresses calculated using net section and fatigue design impact (current AREMA recommended practice) versus stresses from strain measurements.

Figure 3. Comparison of theoretical bending stresses calculated using various impact and the stresses from strain measurements.

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TTCI R&D

Conclusion The proposed Fatigue Rating Impact with net section and alpha factor provides a representative stress range estimation that can be implemented for railroad bridge fatigue evaluation. Further research is recommended into riveted girder behavior at various stress ranges.

Figure 4. Comparison of stresses from strain measurements versus theoretical stresses calculated using proposed factors.

Figure 5. Comparison of theoretical bending stresses calculated using Fatigue Rating Impact and alpha factor versus stresses from strain measurements.

References 1. Sweeney, R.A.P. 2018. “Factors Derived from Tests for Fatigue Evaluation of Typical North American Steel Railway Bridges.” ASCE Journal of Bridge Engineering.

2. American Railway Engineering and Maintenance-of-Way Association.

2020. Manual for Railway Engineering, Chapter 15, “Steel Structures.” Lanham, Md. 3. Dick, S.M., Rakoczy, A.M., Otter, D. “Bridge Girder Testing on Norfolk Southern Railway.” Technology Digest TD-17-037, AAR/TTCI Pueblo, Colo.

December 2017.

4. Rakoczy, A., Otter, D., and Dick, S. “Testing of 115-ft. Girder Span for Fatigue Loading and Railcar Length Effects.” Technology Digest TD-17029, TTCI/AAR, Pueblo, Colo.

November 2017.

5. Talbot, A.N. and Moore, H.F. 1911.

“Tests of Nickle-steel Riveted Joints.”

University of Illinois, Bulletin No. 49.

6. Wilson, W.M. and Oliver, W.A. 1930.

“Tension Tests of Rivets.” University of Illinois, Bulletin No. 210.

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August 2020 // Railway Track & Structures 7

BALLAST MAINTENANCE

LOOK

BEFORE YOU

CUT

Amtrak deploys ground-penetrating radar to bring efficiencies to undercutting

E

ach fiscal year, Amtrak spends approximately $20-55 million undercutting between 25 and 50 miles of track on the Northeast Corridor between Washington, D.C., and Boston. With limited track time available for maintenance work, determining work locations with a high percentage of endof-life or fouled ballast and planning the delivery and disposal of ballast material are critical to an efficient undercutting operation. This article discusses the economic benefits of controlling undercutting depth and reclaiming serviceable ballast and presents how Amtrak is planning on using ground-penetrating radar to better achieve those economies.

Ballast life expires when fine material accumulates and fills voids between particles and reduces permeability to a critical value where the ballast no longer performs 8 Railway Track & Structures // August 2020

its drainage and track support functions.

Renewal of large stretches of fouled ballast is performed on Amtrak with a production undercutter. As old ballast is excavated there are two basic options for handling the ballast. The machine can either attempt to 1) “reclaim� a portion of ballast for reuse and discard (waste) the remainder or 2) waste all the cut materials. Attempting to reclaim ballast material usually provides the most economic benefit by separating large ballast particles from the fine material before moving the fines to hopper cars or being cast to the wayside. Whether the material is cast or collected depends on topography, right-of-way limits, and the presence of access roads, among other considerations.

Substructure and undercutter depth As track is undercut, the amount of new

ballast required to restore the track to its original elevation increases with depth of cut. At the same time the new ballast required decreases when more of the larger excavated particles are returned to track after the sieving process. Research undertaken on Amtrak’s Northeast Corridor has quantified the relationship between depth and volume of fouling materials specific to the ballast geology and operating environment.1 The relationship is that the percentage of fines increases with depth into the ballast and sub-ballast layers. This assumes the mechanism for ballast fouling comes from degradation of the ballast material over its life cycle and not from an external source adding fines to the ballast surface such as poor drainage depositing fouling materials or concrete tie abrasion.

Research shows that increasing the depth of cutting can provide a significant rtands.com

Photo Credit: Amtrak

By Amanda Kessler, P.E., and Evan Whatley, EIT, Contributing Authors

BALLAST MAINTENANCE

financial benefit up to a certain optimum point, but beyond this point costs will rise due to slower production rates which will increase the cost of labor and equipment. Alternatively, a deeper cut equates to a longer life of the renewed ballast as the clean ballast has more void volume to hold the fouling fines that accumulate over time. Life-cycle costs for ballast are thereby reduced by being spread out over a longer period. With these results it is important to find the balance between depth of cut and cost of undercutting operations to maximize the ballast life cycle. Combining this information with the relationship between depth and reclaimable ballast, it is possible to calculate a theoretical ideal cut depth for a given section of track.

Ground-penetrating radar Ground-penetrating radar (GPR) is a tool that can assist in determining substructure layers for the purpose of planning undercutting work with good economic decisions. Although it is not usually a primary decision driver for undercutting planning, it is important to consider the economics of the undercutting depth. For example, Amtrak’s typical depth of undercutting is approximately 14 in. below bottom-of-tie.

However, this depth may be too shallow or too deep when taking into consideration subsurface layer depths and fouling index. Good, useful ballast is potentially being wasted, incurring higher costs than necessary for new ballast. The most efficient way to better plan undercutting depth and ballast reclaim percentage is to look at information derived from GPR data.

GPR can provide information about the subgrade that allows undercutting location and depth planning without traditionally invasive and time-consuming geotechnical testing procedures. Amtrak quantifies the degree of fouling in the GPR data by using Selig’s Fouling Index which is the sum of the percent of ballast material by weight passing a No. 4 sieve (0.187-in. opening size) plus that passing the No. 200 sieve (0.0029-in. opening size). This variability is visualized on a heat plot, where “hotter” colors indicate heavier ballast fouling while “cooler” colors indicate the opposite.

The non-uniform distribution of ballast fouling along the track is typical and is mainly due to track geometry conditions or rail irregularities that produce impact loading and faster ballast breakdown local to these features. Further ballast breakdown is produced at these locations when they are rtands.com

repeatedly tamped. The contributions of breakdown from pounding at track geometry locations and tamping can produce highly localized “hot spots” where ballast is at or beyond its useful life, while just a short distance away the fouling may be minimal.

As the ballast breaks down from loading, tamping fine materials begin to fill the void volume. In lab analysis, selected sieves are used to characterize this breakdown at discrete particle size intervals. The end of ballast life can be said to occur when the remaining voids are too small to allow the material to drain rapidly such that water remains in the fouled ballast over long periods of time.

During undercutting, operators can send excavated ballast material to 1) be wasted in its entirety, 2) the sieve shaker for sorting, or 3) split the material between the two. There is a considerable economic advantage to return as much of the older, yet still useful large ballast particles, as possible to track during the undercutting process because it reduces the need for new ballast. However, there also is the possibility that attempting to recover highly fouled and likely wet ballast will result in clogging of the sieves on the undercutter. This causes considerable delays to the operation to remove the clogging material.

Optimizing sieve size An undercutting wasting/reclaiming operation that is highly efficient wastes only the material smaller than the sieve size used to separate the desired large particles from fine material and returns to track only the particles that are larger. Figure 1 shows ideal gradation curves for wasted and reclaimed ballast. The solid black line shows the gradation of the material being wasted and

the dashed black line shows the gradation of the material being reclaimed and put back in the track. The goal for wasted material is for there to be 0 percent passing through the sieve size in the undercutter shaker box.

In an ideal situation, depicted in Figure 1, approximately 5 percent passes through a ¾-in. sieve and 5 percent of the material put back in track contains fines. However, more commonly a considerable amount of larger particles are wasted as shown by the solid black line in Figure 2.

This is often the result of operator decision to directly waste at least some of the excavated material instead of first sending it to the sieve screens. The intent of wasting potentially recoverable ballast is to avoid overloading the sieve with heavily fouled and/or wet material that might clog the sieve and require much delay to the production schedule to remove this material. This decision is usually made by the operator who reacts accordingly to these conditions as they are encountered. However, with the help of GPR information the decision to waste or reclaim can be planned ahead of time and the production schedule planned to account for higher fouled areas, reducing the amount of large ballast in wasted material and small fines in reclaimed material.

This estimate of reclaimable ballast based on Fouling Index was derived from field testing, sampling and gradation analyses of in-track ballast,2, 3 which have shown that ballast degradation typically follows a predictable pattern where the increasing Fouling Index relates to a shifting of the gradation curve to finer gradations as the voids become progressively filled with fouling fine material. This fouling pattern, shown in Figure 3, has emerged from ballast samples taken over multiple years as traffic

Figure 1 August 2020 // Railway Track & Structures 9

BALLAST MAINTENANCE

loading has accumulated and has made it possible to use the GPR-indicated Fouling Index to estimate the percentage of potentially reclaimable ballast for a given sieve size used on an undercutter.

If it is assumed that a Selig Fouling Index of 30 corresponds to the end of ballast life (highlighted), and if, for example, the choice is between using a 1-in. or a ž-in. sieve, the y-axis intercept indicates the estimated rate of ballast return. The ballast gradation data in these example graphs are all for an AREMA No. 4 gradation with a maximum particle size of 2 in. Therefore, these graphs must be revised to be used for Amtrak’s No. 3 AREMA gradation with its maximum particle size of 2.5 in.

Planning using GPR data Efficient production is an important aspect of the undercutting process at Amtrak, but the machine can only move as fast as the material can be processed. Therefore, it is critical for Amtrak to develop a more holistic planning approach to undercutting where the Fouling Index and moisture levels are known beforehand from GPR data

Figure 2

and are used to make decisions of wasting versus attempting to reclaim in advance.

Another important element that is included in this planning decision is the amount of large-sized ballast that can potentially be recovered. This amount can be estimated from the GPR-derived Fouling Index.

At the time of this writing in Summer 2020, Amtrak Engineering is applying the proof of concept to data-driven

undercutting to the Track 1 undercutting project between Bridge and Grove interlockings south of Baltimore, Md. Although this 14-mile section of track was selected for undercutting prior to implementation of GPR data, we are analyzing preconstruction data to determine locations that will have excessive moisture and fouling and therefore slower production rates. The track also was analyzed to determine the depth of

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BALLAST MAINTENANCE

to reclaim or cast old ballast based on a combination of the fouling index, moisture levels, and layer depth. The final feature that should be considered in conjunction with ballast layer depth is the shaker box sieve size. Amtrak is re-evaluating the sieve sizes used on the undercutter, redeveloping the Fouling Index versus return studies for the AREMA No. 3 gradation of ballast, and deploying GPR as a work planning tool. By utilizing existing research and GPR technology, Amtrak hopes to make the undercutting process more effective in planning, production, and quality.

Figure 3

undercutting and where to waste or reclaim ballast. The intent is to share this information with the field managers for planning and gaining valuable feedback. In addition, further ballast sampling for laboratory testing has been taken to further refine Amtrak’s approach.

Amtrak is moving forward with multiple vendors using GPR for different planning purposes, including the planning of

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undercutting depths and reclaim/waste ratios. Already the 2021 production undercutting plan was created using GPR data.

In conclusion, the information that is derived from GPR data can be used in several ways to plan undercutting projects.

Amtrak is applying the principles discussed here to realize economic benefit to planning depth of cut based on ballast layer depth.

From there, it can be determined whether

References 1. Chrismer, Selig and Laine, AAR Report R-818, “Investigation of Ballast Conditions Before and After Undercutting”, Chicago, Ill., 1992.

2. Selig and Watters, “Track Geotechnology and Substructure Management”, Thomas Telford, 1994.

3. Chrismer, Selig, Laine, and DelloRusso, “Ballast Durability Test at Sibley, Missouri”, AAR Report R-801, 1991.

August 2020 // Railway Track & Structures 11

BALLAST MAINTENANCE

POSITIVE TESTING

Ballast maintenance manufacturers conduct thorough testing to ensure quality out in the field

By Bill Wilson, Editor-in-Chief

12 Railway Track & Structures // August 2020

rtands.com

BALLAST MAINTENANCE

T

here is not a shortage of testing in this country. Not in the ballast maintenance marketplace. In fact, one ballast maintenance manufacturer recently conducted thorough research on base rock after it found distribution to be inefficient and not up to production standards, and many more continue to run the proper checks and balances to make sure the end result out in the field is top notch.

The following is a summary of ballast maintenance offerings.

Loram Effective ballast maintenance begins with planning and making informed decisions.

Loram utilizes LiDAR and GPR technology to assess both surface characteristics of the track substructure and surrounding area as well as the water retention and fouling condition of the ballast, sub-ballast, and formation layers that are hidden from the naked eye. Armed with a complete understanding of the track structure, Loram can tailor a ballast maintenance program that matches the track’s need. After creating the plan, Loram brings industry-leading equipment to execute ballast cleaning and remediation projects, excavate material from sensitive track locations, and clean/dig ditches.

As track maintenance windows continue to shrink, Loram’s customers expect equipment that will be ready to work regardless of when they’re needed. To meet this expectation, Loram’s shoulder ballast cleaners, material-handling cars, undercutters, and LRV specialty excavators consistently operate at or above 98 percent availability. To ensure

equipment is ready to work whenever the railroad calls, Loram annually invests millions of dollars to maintain and renew its fleet of ballast equipment. This investment keeps Loram’s equipment operating at the same capacity as new equipment year over year.

GREX GREX’s DumpTrain for Curves and DumpTrain continue to be heavily utilized and work on high-profile projects like the Bonnet Carre Spillway project in Louisiana. To keep up with the high demand of ballast management, GREX is continuing to add to the curve-capable fleet. The company also is evaluating advancements with these trains that could have a dramatic impact for our customers. These trains, along with the original DumpTrain, continue to be popular due to their flexibility and effectiveness in a variety of applications and conditions. Whether the needs are for construction or casualty mitigation, the DumpTrain and DumpTrain for Curves are the industry standard.

GREX’s maintenance-of-way automation kit division has continued to grow as more companies look to extend the life of their fleets.

The second-generation GateSync/Solaris solution continues to work in tandem with customer-owned ballast hoppers to streamline material delivery. Recent upgrades have included wired toggles for unloading capabilities, wireless remotes, or complete automation of unloading capabilities using a pre-dump survey. Since first being installed last year, these updates continue to produce faster train set uptimes and longer train consists. These new advancements have proven invaluable in

both domestic and international applications.

The company’s BallastSaver offering has been busy this year as customers try to get a handle on the ballast conditions along their right-of-way. This solution utilizes LiDAR technology that scans the ballast and ditch line on a 360° arc. This information can be utilized to dump GateSync trains or strictly be used as part of the budgeting and planning process. GREX’s newest Aurora Xi trucks also are equipped with BallastSaver, allowing them to collect ballast and tie data simultaneously.

Progress Rail With longer and heavier trains passing over today’s infrastructure, railroads must rely more than ever on maintenance-of-way equipment to ensure track beds and the track itself stays in prime condition. Progress Rail delivers with quality Kershaw ballast maintenance equipment—cost-effective solutions to support crews year-round.

Kershaw Ballast Regulators respond more intuitively than ever with updated, integrated microprocessor controls for enhanced operator experience and simplified and improved interactions with major systems. A 12-in. monitor displays the control functions, machine and engine status.

Achieve less downtime by alerting operators and service technicians to potential issues before they occur. With reduced troubleshooting, railroads can take proactive measures to maintain fleets. A full line of carbide wear components is available to further extend MOW equipment life and reduce consumable costs.

For adaptability and to help control

TARP COVERING SYSTEM • Reduce the cost of frozen ballast • Covered empty cars up to 35% fuel efficiency

BI DIRECTIONAL BALLAST PLOW

Photo Credit: Loram

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August 2020 // Railway Track & Structures 13

BALLAST MAINTENANCE

Progress Rail delivers with Kershaw ballast maintenance equipment.

vegetation beyond routine ballast mainte- removal machine with a separate blower or nance, Progress Rail offers a brush cutter plow attachment. An assortment of attachattachment for its Kershaw Model 60 Ballast ments translates to increased flexibility to Regulator. For winter months, convert tackle multiple jobs as required. ai159545473911_RTS_August_PonySpread_ACT_Herzog.pdf 1 7/22/2020 4:52:21 PM Progress Rail launched a customer-focused your Kershaw Ballast Regulator into a snow

14 Railway Track & Structures // August 2020

Herzog For more than 28 years, Herzog has remained an innovator in ballast distribution, unloading 85 percent of the ballast required for Class 1 and short line railroads in North America.

Herzog’s specialized equipment has continually evolved to meet the needs of its clients for all types of track maintenance, material delivery, and new track construction work.

Herzog has recently enhanced its patented delivery system for the Automated Conveyor Train (ACT) to solve the persistent challenge of base rock distribution. This second-generation system will be released in fall of 2020 with changes to the geometry of the hopper car, belts, and gates. This new redesign will yield a faster discharge, increasing the flow rate by 30 percent. All current ACT models will still have the capability to distribute a variety of ballast materials safely and efficiently in a curve with

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Photo Credit: Progress Rail

website dedicated to all Kershaw machines, allowing you to search for parts, build lists and view individual parts for accurate ordering. All related operational and maintenance manuals, parts manuals and service bulletins also are available for immediate download.

BALLAST MAINTENANCE

impressive speed and accuracy.

To date, Herzog found the distribution of base rock inefficient and not up to desired production standards. “So we studied the material properties and undertook extensive testing with various design considerations to ensure we were able to handle base rock across the spectrum of size and moisture content,” said Michael Mastio, president of Herzog Railroad Services. “We are looking forward to expanding our services in this area.”

Knox Kershaw Inc. Knox Kershaw’s KBR 860 Ballast Regulator is a powerful track-dressing machine. It comes standard with a one-pass type plow, reversible side wings, and a broom attachment. The machine features a sturdy, comfortable cab with unique window placement for optimum visibility. The overall length and height is specifically designed to be shorter in order to facilitate transport to and from the work site.

The cab tilt feature and clean roof design promote safety and ease of maintenance by providing easy access to major machine components without having to go under or climb on top of the cab. Featured options of

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the 860 include a hydraulically driven AC with pressurizer, joystick controls on an ergonomic operator’s seat with easy access to all controls, tinted windows, additional seating and a sixspeed powershift transmission.

The KBR 925 Ballast Regulator, which was redesigned for 2019, is a robust machine designed for ballast work on all types of track.

Quality visibility, especially in the wing areas, makes it the ideal machine for final profiling.

The 925’s plow and wing work together to transfer ballast from shoulder to shoulder in one pass while leaving one shoulder profiled.

The insulated broom box has excellent service life, and the standard reversing valve allows ballast to be swept away from switches and road crossings.

New features for the KBR 925 include a Danfoss Plus One control system, frontmounted Visionaire hydraulically driven AC with high-capacity pressurization, and increased fuel and hydraulic fluid capacities.

The Plus One controller includes a 12-in. color touch screen monitor to display machine functions and diagnostics. When fully developed, the controller will aid operators in processes such as joystick functions,

transmission shifting, wing deploy/store and brooming speed control, as well as self-diagnosis of performance issues. Clogged filters, inoperable coils or wiring, fluid pressure warnings, engine diagnostics and on-screen trouble-shooting guides will enable operators and mechanics to diagnose issues and quickly resolve them.

The new design increased fuel tank capacity by placing dual tanks on either side of the cab and moving the hydraulic tank to the front of the machine for added weight and balance. Side access steps are configured for easy and safe access to the cab and all maintenance points are easily accessible from the ground.

All of these new features improve productivity by increasing capacity and decreasing machine down time.

Montana Hydraulics LLC Montana Hydraulics’ year began by getting 11 ballast cars out into the field, fully equipped with the Montana Hydraulics Bobcat Sliding Tarping system. The company’s railcar tarping system for covering ballast hoppers will help mitigate the hassles of frozen ballast,

August 2020 // Railway Track & Structures 15

BALLAST MAINTENANCE

is environmentally friendly and safer than other covering systems. Covered cars also are substantially more fuel efficient than opentopped cars.

Montana Hydraulics continues to focus resources on areas of ballast delivery improvement with a focus on high-cycle use in everyday service and under extreme conditions, with the ultimate goal of saving railroads money by having operational ballast cars when needed. Towards that end goal, the company continues to promote the benefits of its low-profile, ruggedly built ballast gate, which will provide longer gate life as well as more clearance between car and rail. The “Grizzy� hydraulic side dump lift kit provides a much safer and more reliable option for side dumping, and a center-mounted, bi-directional ballast plow has become a best practice for a western Class 1 railroad with over 200 units in service today. The Montana Hydraulics design appears to outlast and out-perform more traditional plows.

Miner Enterprises The AggreGate from Miner Enterprises can effectively ballast inside, outside or both sides

16 Railway Track & Structures // August 2020

of the rail simultaneously. These safe, durable and maintenance-free ballast systems can be applied to new or existing cars. Among its many unique design features are large guillotine door openings designed to stop ballast flow with minimum effort, easy-to-operate toggle-type linkage systems, and tapered doors for easy ballast shutoff at switches, crossovers and bridges. The AggreGate ballast discharge outlet is available as either manually operated, air-powered or as a standalone electric-powered unit to meet virtually any ballast unloading need.

In addition, the AggreGate remote-control feature allows the user to deposit ballast while remaining a safe distance from the activity.

Engineered as a fabricated and completely assembled unit, AggreGate is extremely easy to apply to new or existing hopper cars.

Miner is currently fulfilling a 400 new car order as well as retrofitting cars with its electric stand-alone AggreGate with stand-alone lighting system to aid in night ballasting into the fleet of a major passenger carrier. It enables independent operation of the car from anywhere within a ballast train, eliminating the need for grouping manual and automatic

cars. Energy from the system’s solar panels is stored during the day and then powers LED work lights at night, creating a safer work environment. The Miner AggreGate is available in pry bar manual, push-button, or remote-control operations using pneumatic or electric power to operate the gates.

The electric stand-alone AggreGate is designed to enable independent operation of the car from anywhere within the ballast train, thus eliminating the need for grouping manual and automatic cars, and can ultimately be operated without connection to another car for power. Solar-powered and battery-operated provides stand-alone operation. An optional remote control with push-button override also is available, and is designed to allow for individual car and gate selection.

The dual-cylinder, air-powered AggreGate is available in either push-button or a remote-control operation. The remotecontrol system transmitter enables an operator to select a specific car and gate as well as control ballast flow on the selected gate ensuring more accurate ballast discharge. A lighted dial is designed to allow radio door operation

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BALLAST MAINTENANCE

from distances as great as 300 ft. The standard transmitter can select up to 999 cars for remote-control operation while an optional transmitter can select up to 10,000 cars.

The manual AggreGate is available with transition sheets designed to enable new or retrofit application to any open-top hopper car.

Plasser American Ballast maintenance continues to be a key factor in maintaining long-lasting track quality. Plasser understands this very well and offers several products to help the customer achieve the required results. These areas of ballast maintenance include ballast undercutting/cleaning, shoulder cleaning, sub-grade renewal and ballast management.

Clean ballast is extremely important to maintain track geometry. Scheduled ballast undercutting cleaning to create proper drainage and removing fouled material from the track is the first step to long-lasting track.

Plasser offers several machines for cleaning ballast. The workhorse of this fleet of machines is the RM80, which can undercut and clean plain track, as well as switches.

Additionally there are high-capacity double

Plasser American offers several machines for cleaning ballast.

screening units such as the RM2003 and the RM802 High Speed Undercutter-Cleaner.

In instances where the track quality cannot be maintained by normal ballast cleaning due to weak subgrade or continuous fouling from

the subgrade, a subgrade renewal machine may be used to correct the problem. Subgrade renewal machines remove the ballast layer and the sub-ballast layer and replace it with a formation protection layer and a layer of

Photo Credit: Plasser American

GET THE INSIDE SCOOP ON & OFF THE TRACK

RAIL BRIEF

The Weekly RT&S Email Newsletter Subscribe at: www.rtands.com/RailBrief

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August 2020 // Railway Track & Structures 17 1/9/18 12:20 PM

BALLAST MAINTENANCE

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ballast in one pass. All of the work is performed without physically removing the track, allowing for shorter track outages. Plasser offers several versions of these machines.

The BDS100/200 Ballast Distribution System continues to be the ideal machine to accompany the high speed such as the 09-3X tampers or multiple tie tampers. The machines are equipped with plows to profile the ballast, hopper and conveyors to distribute ballast as needed, and double brooms to sweep up and store excess ballast and for final track dressing. MFS Hopper/Conveyor cars can be added for additional ballast storage; all work is performed in a one-pass operation.

Plasser’s MFS Hopper Conveyor cars are a well-proven design providing hundreds of cars over the years. The cars are available in various sizes to fit the individual needs of customers. Additional cars can be coupled together to increase capacity. The floor of each car is a conveyor belt for storing and moving material. A waste/transfer conveyor is installed on the end of each car. These cars are ideal to be used with undercutter and shoulder cleaners for loading waste material or carrying new ballast and the BDS100/200 system.

The BDS system also may be worked on its own to distribute ballast and re-profile ballast profiles as needed. Excessive ballast can be picked up and unloaded where needed (i.e., high side of curves, switches and road crossings as needed).

Plasser’s PBR2005 Ballast Profiling machine has the ability to plow, profile and broom in one pass. The unique design of the shoulder plows allow the machine to reach out and pull in ballast, which was previously beyond the reach of conventional ballast regulators.

The machine also is available with an optional double broom. The PBR2005DB is ideally suited to work behind two-tie tampers where it can easily keep up with the tamper in a one-pass operation.

Vancer Railway Systems Vancer Railway Systems is expanding its line-up of attachments custom-built for the railway industry’s maintenance-of-way needs. With its launch of the Ballast Cribber attachment, Vancer continues to demonstrate its commitment to saving customers valuable resources while keeping railroads operational.

Vancer’s patent-pending Ballast Cribber allows operators to remove cemented ballast in seconds. In fact, the Cribber can remove compacted ballast six times faster than traditional methods. Coupled with a reduction in equipment needed on the project site, Vancer’s new Cribber attachment helps to increase profitability and productivity.

Ideal for such target applications as shorter mileage of track, the Cribber’s versatility includes removable buckets for different crib widths (allowing for ease of replacement), and adjustable rail clamp heights for different rail profiles. Rail wheels mean the operator can easily move the attachment to the next crib.

In addition to speed and versatility, the Vancer Cribber attachment promotes safety. Rail clamps that hold operators to the rail while cribbing keep the operator safe. Service-wise, the Cribber has been designed with heavy-duty cylinders for durability and long life. Removable teeth allow for easy replacement.

The Cribber weighs 4,600 lb, has a clearing depth under rail of 12 in., and optional hydraulic quick couplers and mounting linkages.

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RAIL CONSTRUCTION

Crews at Mount Washington Cog Railway invent a way to set new track

MADE FOR THIS I

f someone wants to run a space shuttle on railroad tracks, they best take their idea to northern New Hampshire.

Not that anyone would need to send the NASA relic into ground orbit, but leave it to the owner of the oldest mountainclimbing train in the world to create something for the impossible ... or obscure.

Mount Washington Railway Company President Wayne Presby turned defiantly modest when asked it there is anything he and his crew could not create.

20 Railway Track & Structures // August 2020

“If we put our mind to it I think we could do just about anything,” he told RT&S. “I’m not talking about space shuttles now, but when it comes to running and operating mountain-climbing trains I think there is just anything we can do at this point.”

Looking back at the history, and the current re-railing job, nobody can argue with that logic. Back when Presby first purchased the company in 1983, there was no commercial grid power, no access to

two roads during the wintertime, buildings were not winterized and there was no winter water supply. Presby quickly addressed and solved those challenges, and since then the entire campus has been wired with ingenuity.

“There has been a lot of innovation here,” Presby remarked. “I could not even start to go through it all.”

A great place to start is the current re-railing project on the Mount Washington Cog Railway that has been going on rtands.com

Photo Credit: Mount Washington Railway Company

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“

Photo Credit: Mount Washington Railway Company

THERE HAS BEEN A LOT OF INNOVATION HERE. I COULD NOT EVEN START TO GO THROUGH IT ALL.

since late 2018. Many said it would take seven years to complete, but the job is expected to wrap up in August of this year.

How was the schedule cut to a mere shred of 1½ years? It’s because everything is plugged into the innovation energy Presby loves to talk about.

A new model car The main goal of the re-railing project is to make the track more robust. The existing 22 Railway Track & Structures // August 2020

A re-railing car has allowed crews to work during the winter.

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RAIL CONSTRUCTION

Photo Credit: Mount Washington Railway Company

The re-railing car is 57 ft long and 13 ft wide.

New rail, left, and old rail.

Workers have everything they need for track construction in the car.

track has been laced with 25-lb rail since the beginning of time, or about 1874, so it was time to move to 100-lb rail. The 25-lb rail is supported by a wooden track, which is being removed.

Because the track is one half of an inch less than standard gauge, all the equipment needed for the project had to be the creation of Presby and his crew. Perhaps the greatest creation was a new re-railing car. The car is 57 ft long and 13 ft wide and has curtains on the sides which can open rtands.com

to fill it with rail, tie plates, bolts and all the things needed for construction. The floor of the car is open, so workers always have access to the track.

Charging the need for the re-railing car was the desire for efficiency and productivity. A standard section of rail is 39 ft long. Sections this long would not fit in the re-railing car and were cumbersome for the work crews to handle. Additionally, the Mount Washington Cog Railway is the second steepest of its kind in the world,

with an average grade of 25 percent and the steepest grade 37.41 percent. Muscling standard sections up the mountain would have been extremely difficult, so the larger sections were cut and redrilled to 16.5 to 19.5 ft in length. The re-railing car was designed around those shorter sections, and it comes with a knuckle boom crane to pick up the sections and set them into place.

The car also allows crews to work effectively during the winter months August 2020 // Railway Track & Structures 23

RAIL CONSTRUCTION

LED lighting allows for nighttime work.

and long into the night. The curtains protect workers from the elements, and LED lighting throughout the car allows for the after-hours construction. Setting track throughout the year and longer work windows have increased the number of productivity days about 400 percent, according to Presby.

The one-of-a-kind railcar and other exclusive equipment make the construction process rather simple. A hydraulic spike puller removes spikes and bolts used to hold the existing rails in place. The old rail and the wooden section underneath are cut and removed, allowing new tie plates, also custom made, to be placed directly on existing crossties. The plates are thicker than standard plates and need to have pandrol weld on shoulders welded on to each plate. The new rail is lifted and set onto the plates, a joint bar is applied, and then specialized gauging tools allow the crew to pull the rail in one direction or the other to get the proper gauge. Once the gauge is set, holes are drilled through the tie plates into the crossties and 10.5-in. lag bolts are used to secure the tie plate to the

Driving velocity in the rail industry.

TRACK MAINTENANCE

Photo Credit: Mount Washington Railway Company

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RAIL CONSTRUCTION

crossties and the rest of the track structure.

During the interview in mid-July, Presby revealed a new record was set: 440 linear feet of rail was placed in a single day. When track construction started, two crews were lucky to get four sections down during a 16-hour shift. Now eight rail sections can be set in just three hours. At press time there was only 3,000 linear feet left of the old track.

Presby gives a lot of credit to the hydraulic spike pullers as one of the reasons behind the ramped up speed. Grip strut laid on top of the crossties and hooked into the track also has allowed crews to walk up and down the section without any problem. Pulling the spikes requires firm footing, hence the need for the grip strut.

So service is not disrupted (the Mount Washington Cog Railway set a record for the eighth year in a row in 2019 by carrying 130,000 people to the New Hampshire state park located at the summit), Presby and staff came up with another gem— comp bars that go between the existing 25-lb rail and the new 100-lb rail so trains can easily make the transition.

Watch what they say The genius has not been reserved for maintenance-of-way activities. The reason behind the capacity record times eight is

“

THE SYSTEM THAT WE ARE USING IS ONE OF THE MOST ADVANCED SYSTEMS MADE, SO WE ARE VERY HAPPY TO HAVE GOTTEN THE OPPORTUNITY TO GET IT DONE.

an increase in the size of the fleet, which now stands at seven diesel locomotives and two steam engines, the designs coming from the minds of Presby and his team.

A new maintenance facility also is being built, and as you can guess it too will be

filled with innovation. There will be no fixed tracks anywhere in the 34,000-sq-ft building. All the track can be disassembled and moved around. Two, 10-ton overhead cranes will be put to work, and air casters will be able to move engines around the shop with relative ease.

Although the space shuttle idea has yet to be proposed, Presby is constantly feeding off comments visitors make on social media about the railway. All suggestions are sorted and filed, and if there is a common theme somewhere, Presby makes sure to make it happen.

“I watch very closely comments from customers about things they don’t like or do like about the line,” said Presby, “so I use that as my game plan on what improvements to make.

“The track was smooth before. It’s even smoother now but I think [the customers] expect that and they don’t think much about it. The system that we are using is one of the most advanced systems made, so we are very happy to have gotten the opportunity to get the project in and get it done.”

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August 2020 // Railway Track & Structures 25

RAIL WELDING

Rail welding industry continues to thrive with innovation

STRONG I

nnovations continue to spark productivity in the rail welding marketplace.

The following is the latest information on products.

Orgo-Thermit, Inc. Orgo-Thermit, Inc., a Goldschmidt Company, has been offering the locally developed and patented Safestart Degradable Crucible System since 2017 to welding crews employing oxygen and propane as their main source of preheating fuel.

This crucible system employs a special ignition charge that is classified as 26 Railway Track & Structures // August 2020

non-hazardous for transportation, and which is molded into the crucible lid ready for use. This special ignition charge, which is part of the Safestart crucible lid, is ignited using the preheating burner after the completion of preheating of the rail ends and which then initiates the main thermite reaction and subsequent pour.

This unique innovation eliminates the need of a separate ignitor and removes the hazardous designation from the weld kits, which has resulted in lower transportation costs.

Field personnel benefit from the reduced

number of inventory items they must carry on their vehicles and from the streamlined ignition process which can not only be performed faster, but is a safer method keeping the welder further away from the hot weld area.

Safestart Crucibles are customs and across border transportation friendly and are being used throughout Mexico, Canada and the U.S. Orgo-Thermit, Inc. continues having much success with the Thermit 2.0 portion, a proprietary alloyed weld metal composition providing strong physical, wear and rtands.com

Photo Credit: Holland

WELDS

Keeping your track healthy

Pandrol is a market leader in aluminothermic welding and has developed a wide range of aluminothermic welding processes allowing the welding of most global rail profiles including vignoles rails, grooved rails, crane rails and metro rails.

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RAIL WELDING

hardness properties to high-strength rail steel welds with BHN of 370 and greater.

Weld installation utilizes Safestart Crucibles, Degradable Crucibles and “Bucket Style” Single-Use Crucibles in both twoand three-piece mold configurations.

Progress Rail Progress Rail now offers a high-tonnage (220-ton), fully integrated welding head.

This AC unit provides closure-weld capabilities without the use of a separate puller.

Additionally, the company offers customers a rail welding technique to enhance Progress Rail’s specialty trackwork offerings. Progress Rail’s new, narrow head electric flash-butt welder only needs 8 in. of clearance, making it easier to fit into tight spaces to perform 100 percent of the welds on a turnout.

Customers continue to have interest in products for welding in confined spaces, as well as the need for faster welding processes.

Progress Rail has addressed these needs with its newest product offerings and expanded its mobile rail welding fleet. The company continues to examine ways to

improve upon meeting customer requests for quality infrastructure installation and maintenance. One recent example it developed with customer feedback in mind is a new weld head designed to modify block tram rail for transit applications.

Progress Rail now offers a high-tonnage, fully integrated welding head.

Holland With the largest mobile flash-butt rail welding fleet globally, Holland prides itself on being a pioneer in developing flashbutt welding technology that continues to provide high-quality and cost-effective solutions.

The Intelliweld Control System provides real-time weld monitoring, control and diagnostics. This allows for an unmatched degree of accuracy and quality in the production of rail welds, with Holland producing over 250,000 welds a year while maintaining 99 percent weld-quality conformance.

Holland’s Intelliweld operating system also ensures a minimal amount of rail consumption. The length of “free” (unanchored) rail required is significantly reduced compared with alternative methods of closure joint elimination, saving time and manpower, and leaving behind quality, seamless CWR. Simple computer program adjustments allow Holland to tailor rail consumption to localized track structures’ requirements and target rail-neutral temperature.

To maximize the closure process, Holland developed the Puller Lite. The Puller Lite was designed to be carried on the welder itself, eliminating separate carts and power packs. An extended working stroke, compact design, 160 tons of pulling capacity, and custom control features have

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RAIL WELDING

allowed railroads to install rail welds in applications that before were not possible.

The Intelliweld control system also provides real-time automated data collection, weld parameter certification, charting and archiving along with an automated full-fleet operational dashboard.

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Orgo-Thermit, Inc. has been offering the Safestart Degrading Crucible System since 2017.

Pandrol Pandrol’s Head Wash Repair (HWR) process provides a cost effective and efficient solution to repair railhead defects and significantly decreases the maintenance cost of modern rail networks. The latest improvement on HWR expands the possibilities by allowing the repair of f lash-butt welds, which often suffer from squats. The process is an effective solution to repair defects of up to 1 in. (depending on the rail profile) and is suitable for both the parent rail and on EFB welds.

The HWR process is well established and has been used across the U.S. and Canada since 2008.

Once the weld has been completed, Profile Grinders can be used to carry out consistent finish grinding. The 06000

Profile Grinder will grind the top and sides of the rail to the original profile and is easy to operate thanks to its lightweight build. This grinder operates using a 6-in. x 3-in. grinding stone, which allows efficient finish grinding, radius profiling and grinding in the point slope. The tool also can be provided with an optional safety trigger operating lever.

In conjunction with welding services and equipment, there also is Pandrol Connect—a mobile app designed to support welders through the weld process that captures live data about the weld and saves time and improves the traceability of welds for contractors and rail network operators. Pandrol Connect consists of three modules: a mobile version for welders to record on-site data and for welding controllers to review data, an online monitoring app to review weld information from the office, and an online administration tool to apply settings to local standards. All data is hosted in the cloud for easy sharing. Pandrol Connect also can be connected to preheating equipment to increase documentation.

REGISTER NOW UPCOMING WEBINARS Designing a Functional Bulk Terminal Facility Webinar August 17, 2020 2:00 - 3:00 PM ET PDH - 1.0

This course will educate the attendee on best practices in planning for and designing a bulk terminal facility. Topics will include: typical commodities, loading and unloading systems, precision scheduled railroading, loop tracks, interchange yards and much more. The course will benefit those involved in planning, engineering, and operations.

Retaining Wall Design for Railroad Application Webinar September 30, 2020 2:00 - 3:30 PM ET PDH - 1.5

This webinar will provide the most knowledge and benefit for engineering and construction professionals at railroads (owners), consultants, and contractors whose work includes the design, construction, or construction management of railroad infrastructure including track and structures.This course is comprised of recommended practices and relevant accumulated knowledge from subject matter experts in the railroad industry.

To REGISTER or for more information visit www.arema.org.

Message from the President

EDWARD D. SPARKS, II, P.E. AREMA President

S

2019-2020

ummer is on the way out which means that it is conference and expo season. But this is 2020 and you wouldn’t expect anything normal this year, would you? Certainly not.

In that spirit, for the first time in the history of AREMA and our predecessor organizations, we’re holding a virtual event instead of the traditional in-person one.

While it is unfortunate that we won’t be able to gather and take part in all of the activities that comprise and surround our annual event, this was the right decision for all parties involved given the current circumstances. The staff at AREMA world headquarters has been working closely with our presenters, exhibitors and sponsors to ensure this event is one to remember.

Over the past several months, many of our committees have held virtual meetings in order to carry on their critical work. They continue to ensure our publications are the definitive resource for railroad engineering knowledge and guidance in North America and beyond. One happy result of this current necessity is that members who have not been able to travel due to restrictions caused by personal health, limited travel options, financial limitations, or employer policies have been able to actively participate. With any association, member participation is critical. The virtual option in these cases has led to increased participation at reduced risk and cost. This success portends well for our 2020 Virtual Conference & Expo.

Looking back, it is truly remarkable how quickly my presidential year has gone.

I should have known it was going to be 32 Railway Track & Structures // August 2020

interesting when on the final day of 2019 Railway Interchange in Minneapolis, which was my first day in office, my wife Jennifer pointed out that the newspaper headlines declared impeachment proceedings had begun! Not a good start.

However the experience has been tremendous. In just 12 short months, your association is pushing forward with new initiatives as well as seeing through to completion the efforts of previous administrations. All are designed to add long-lasting value.

Some examples include the Life Membership program update, which encourages our most tenured members to stay active and continue to lend their expertise to the work of our association. Our Railway Roadbed & Ballast Symposium successfully returned after 20 years and brought new focus to a critical topic for engineers, roadmasters and bridge and building supervisors. Also, in response to many thoughtful suggestions from committee leadership over the years, we are well underway in a significant technology enhancement aimed at improving the committee administrative burden.

This is my 12th and final article as president of AREMA. I have looked forward to this milepost (or milepole for any Baltimore & Ohio alumni out there) ever since learning I would have the opportunity to lead this association. These articles have been a personal challenge and have added to the

already considerable respect I have for those who make a living in print journalism and literature. That said, I’m grateful for the opportunity Railway Track & Structures has provided me to pass along my thoughts and perspective on our association and the railroad industry.

“

FOR THE FIRST TIME IN THE HISTORY OF AREMA, WE’RE HOLDING A VIRUTAL EVENT INSTEAD OF THE TRADITIONAL IN-PERSON ONE.

Special thanks to my immediate predecessor Jim Kessler (retired) of the North Carolina Railroad, and other past presidents who provided encouragement and guidance.

Also, thanks to Beth Caruso and the AREMA world headquarters team for working with my sometimes unique approach to the industry. None of this would have been possible without the support of my employer CSX Transportation—the current leadership of Ricky Johnson and Tod Echler, along with dozens of others throughout the past quarter

On his first day in office, AREMA President Ed Sparks notes the headlines that impeachment proceedings are to begin. rtands.com

century, some of which include Gray Chandler, Hugh Hopkins, Ken Beckham, Tom Schmidt, Ray Zenisek, Dale Ophardt, and John West. All have encouraged not just membership, but active participation in this association, which has been beneficial to both myself personally and professionally as well as to CSX. I’m confident my successor Vic Babin of the NICTD South Shore Line will excel in the role and lead our association well in the coming year. Finally, my lead editor and beloved wife, Jennifer Sparks, has provided essential support along the way.

I look forward to interacting with each of you at our AREMA 2020 Virtual Conference & Expo in September. This innovative approach will be an opportunity for personal, professional, and railroad industry growth, but only if you participate. Remember to keep those trains safely rolling, and I look forward to seeing you out on the railroad or at an AREMA event in the near future.

FYI

Registration is open for the AREMA 2020 Virtual Conference & Expo, Sept. 13-17. For the latest information about conference Keynote Speakers, technical presentations, E xpo and th e sch edule, visit www. conference.arema.org.

Leverage the power of your trusted association’s Railway Careers Network to tap into a talent pool of job candidates with the training and education needed for longterm success. Visit www.arema.org/careers to post your job today.

Order the 2020 Manual for Railway Engineering now. The Manual consists of railway engineering reference material and recommended practices for the industry.

It contains principles, data, specifications, plans and economics per taining to engineering, design and construction. Order online now at www.arema.org or contact mbruins@arema.org for more details.

Demonstrate that you are a professional by joining AREMA membership today.

A R EM A m e m b e r s a re d e d i c a te d to improving their practical knowledge and are interested in exchanging information with your peers in order to advance the railroad engineering industry.

Want to generate leads, promote a product and reach a target audience?

Sign up for sponsorship and an Expo booth at the AREMA 2020 Virtual Conference & Expo. Please visit www.conference.arema. org for more information on the investment opportunities.

FOLLOW AREMA ON SOCIAL MEDIA:

JOIN NOW AT WWW.AREMA.ORG TO GET EXCLUSIVE RATES ON PRODUCTS AND EDUCATIONAL COURSES, COMMITTEE OPPORTUNITIES, ACCESS.

UPCOMING COMMITTEE MEETINGS AUGUST 11-12 Committee 1 - Roadway & Ballast Virtual Meeting SEPT. 12 Committee 27 - Maintenance of Way Work Equipment Virtual Meeting * Part of AREMA’s Virtual Conference & Expo SEPT. 12-13 *Committee 5 - Track *Committee 24 - Education & Training SEPT. 13 *Committee 6 - Building & Support Facilities *Committee 11 - Commuter & Intercity Rail Systems *Committee 16 - Economics of Railway Engineering & Operations *Committee 17 - High Speed Rail Systems

*Committee 18 - Light Density & Short Line Railways *Committees 11 and 17 Joint Meeting *Committee 33 - Electric Energy Utilization *Committee 41 - Track Maintenance SEPT. 16-17 *Committee 39 - Positive Train Control SEPT. 29-30 Committee 15 - Steel Structures Chicago OCT. 1-2 Committee 8 - Concrete Structures and Foundations Montreal, QC

Bonita Springs, Fla. DEC. 10 Committee 33 - Electric Energy Utilization Philadelphia JAN. 1, 2021 Committee 8 - Concrete Structures and Foundations San Diego FEB. 2-3 Committee 15 - Steel Structures Fort Worth, Texas MAY 18-19 Committee 15 - Steel Structures Pueblo, Colo.

OCT. 13-14 Committee 38 - Information, Defect Detection & Energy Systems OCT. 19-20 Committee 30 - Ties

If you’d like to learn more about the AREMA Technical Committees and would like to get involved, please contact Alayne Bell at abell@arema.org. For a complete list of all committee meetings, visit https://www.arema.org/events.aspx.

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

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August 2020 // Railway Track & Structures 33

PROFESSIONAL DEVELOPMENT AREMA is focused on your education and helping you advance in the railway industry. AREMA’s convenient we bin ars provide Profession al Development Hours (PDH) to serve your educational needs.

AREMA Educational Foundation Scholarship winner—Where are they now?

“

Designing a Functional Bulk Terminal Facility Webinar Date: Monday, Aug. 17 Time: 2-3 p.m. ET PDH: 1 Description: This course will educate the attendee on best practices in planning for and designing a bulk terminal facility. Topics covered will include: What is a bulk terminal facility? What are typical commodities shipped in bulk? What are typical loading and unloading systems for bulk commodities?

W h a t i s p re c i s i o n s c h e d u l e d railroading? How to design for unit train vs. manifest operations with spurs, loop tracks, and interchange yards. The course will benefit those involved in planning, engineering, a n d o p e rati o n s . Co m m o d ities to be discussed include coal, aggregates, oil and gas, sand, fly ash, grains, plastics, chemicals, metals, timber, fertilizers, etc. This course is comprised of recommended practices and relevant accumulated knowledge from subject matter experts in the railroad industry.

It is not intended as a regulatory qualification.

Retaining Wall Design for Railroad Application Webinar Date: Wednesday, Sept. 30 Time: 2-3:30 p.m. ET PDH: 1.5 Description: This webinar will provide the most knowledge and benefit for engineering and construction professionals at railroads (owners), consultants, and contractors whose work include the design, construction, or construction management of railroad infrastructure including track and structures.

For more information on our educational programs a n d to re g i s te r, p l e a s e v i s i t www.arema.org.

34 Railway Track & Structures // August 2020

ANNA DELHEIMER Project Engineer BNSF Railway In 2013, you were the recipient of the AREMA Presidential Spouse Scholarship, how did this impact you while you were at University of Illinois at Urbana-Champaign?

The scholarship eased some of the financial burden of being in school, which reduced my stress and allowed me to focus more on my studies.

What is the biggest accomplishment during your career at BNSF Railway?

During my career, I’ve had many opportunities to learn and be responsible for largescale projects as a roadmaster and a project engineer. Using these opportunities, I have used my knowledge to become a mentor to new railroad employees. I also became a licensed Professional Engineer last year and I am very proud of it.

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

Outside of work, I spend a lot of time outdoors. Living in the Pacific Northwest allows easy access to a lot of my favorite things. Depending on the season, I am either out camping, hiking, skiing, or on the paddleboards. I believe that a life lived outdoors is a life well lived.

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

RAILROADING HAS ALLOWED ME TO HAVE AN ADVENTUROUS CAREER. THE INDUSTRY HAS AN ABUNDANCE OF OPPORTUNITIES FOR DEVELOPMENT AND LEADERSHIP.

Enjoy the journey. I’ve found that during my career and life, things will work out just fine. There have been times where I really wanted something specific, like a job, and it turns out the opportunity I received instead was even better. Railroading has allowed me to have an adventurous career. I believe that the railroad industry, if you choose to pursue it, has an abundance of opportunities for development and leadership.

You’ve also been active in other AREMA programs, such as the mentoring program and technical committee membership. Would you like to share on your experiences?

I’ve been on Committee 24 (Education) since 2013. Volunteering on a technical committee has a lot of benefits. It has allowed me to stay engaged with the college students who are hopefully the next generation of railroaders. I truly value the role that I play in helping whomever I can get involved with railroading. On a committee, there’s also a variety of facets of the industry represented. It has allowed me to see the industry from different perspectives, which I find beneficial in my everyday job.

For more information about the AREMA Educational Foundation, visit www.aremafoundation.org. rtands.com

Announcement of AREMA Board of Governors 2020

The Governance Nominating Committee, chaired by Past President James K. Kessler, P.E., has completed its task and the following nominees have been officially elected: Mr. Edward F. Boyle, Jr.—Board of Governors Mr. Gerhard M. Williams III—Board of Governors Boyle will assume his Board of Governors position during the AREMA 2020 Virtual Conference, which is being held on Sept. 13-17, and Williams’ term started in March.

Elected as: Governor (2020-2023) Name: Edward F. Boyle, Jr. Title: Vice President, Engineering Organization/Company: Norfolk Southern Corporation Edward F. “Ed” Boyle, Jr. became vice president, Engineering, to replace Phil Merilli upon Merilli’s retirement from the company on May 1, 2019. Boyle reports to Chief Operating Officer Michael J. “Mike” Wheeler. Boyle is responsible for the design, construction, inspection, and maintenance of railroad infrastructure, including track, bridges, and vehicle fleet. Boyle joined Norfolk Southern Corporation in 1994 as an engineering management trainee. He has held positions of increasing responsibility in both the engineering and transportation departments. Since October 2015, he has served in the engineering department as assistant vice president, Maintenance of Way and Structures. He has a B.S. in Civil Engineering from Pennsylvania State University and is currently involved in the North American Chief Engineers (NACE) and Railway Technology Working Committee (RTWC).

Photo Credit: Unsplash.com/ Drew Beamer

Elected as: Governor (2020-2021) Name: Gerhard M. Williams III Title: Vice President & Chief Engineer Organization/Company: Amtrak Gerhard “Gery” M. Williams III was assigned as vice president and chief engineer at Amtrak in 2017. He previously served as the vice president of Mechanical Operations at CSX Transportation since 2014, where he reported to the COO and was leader of a team of 3,800 employees responsible for the maintenance and repair of 4,000 locomotives and 66,000 rail cars. He was accountable for the safety, reliability and efficiency of operations with an $800 million budget. Gery started his career at CSX Transportation in 1989. He graduated with his B.S. in Commerce and Engineering from Drexel University and his MBA in Marketing from Claremont Graduate University.

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August 2020 // Railway Track & Structures 35

REGISTER NOW

September 13 - 17 •

Connect with thousands of Railway Engineers

•

Nearly 80 Technical Presentations

•

Virtual Expo featuring a Global Marketplace and Power Hours

•

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•

Converse with Top AREMA Leaders

•

Panel discussion and networking opportunities to lead the Next Generation into the industry

•

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

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August 2020 // Railway Track & Structures 39

LAST STOP

The best defense against uncertainty Why now is an opportune time to invest in an asset management program

By Jeff Siegel and John Benda

T

he financial and social impacts of the COVID-19 pandemic have created great uncertainty. Asset management practices provide some of the best methods and tools to mitigate risks and optimize the value of the use of limited public funds. Here are three reasons why transportation agencies may want to implement or leverage their existing asset management program now: 1. With lower-than-usual traffic volumes, more efficient and safer access to the field exists for comprehensive asset inspection and condition assessment activities.

2. With user fees and tax revenues in question, agencies need sound tools and processes to make data-driven, defendable decisions as they look to optimize and prioritize investments.

3. With the potential for increased federal funding, agencies can optimize their allocation of those funds for the greatest benefit.

Armed with asset management programs and systems, transportation agencies can: • Successfully plan improvements, operations and maintenance; • Extend infrastructure life cycles and ensure sustainability; • Prioritize projects for better budget allocation; • Base decisions and actions on a single source of truth; and • Improve capital planning should Congress approve a transportation reauthorization bill.

Although these reasons make a compelling case for implementing or increasing investments in an asset management plan, some agencies view the task as being too large to undertake. However, the effort becomes more achievable when agencies follow these best practices: 1. PREPARE THE FOUNDATION Before embarking on developing

40 Railway Track & Structures // August 2020

or

leveraging an asset management plan, engineers will want to secure top-down, high-level support and have a sense of the funding available to support the effort.

2. UNDERSTAND THE SCOPE An asset management plan’s purpose is to measure performance. To reach that point in the process, however, the transportation agency must first identify its assets (roadways, bridges, rails, stations, runways, ancillary structures, etc.), their locations and conditions.

same expenditure levels.

Siegel is the Technology Solutions Director at HNTB Corporation. Benda is a senior project manager, Asset Management and Enhanced Transportation Operations, at HNTB Corporation.

3. TAKE AN INCREMENTAL APPROACH Start with a small goal, such as identifying your assets and developing an asset registry. Then, when additional funding, staff and time become available, flesh out the inventory list with each asset’s location, and schedule condition assessments. Start with priority assets and expand to other classes as time and funding will support.

4. CONDUCT A PILOT PROGRAM A pilot program can identify low-hanging fruit—opportunities that help illustrate the potential value of a full system-wide program. Once decision makers experience first-hand the value of proper asset management practices, they then often become advocates, prioritizing asset management and allocating more resources to the effort.

Jeff Siegel

5. PRESENT DATA THAT IS MEANINGFUL AND ACTIONABLE An asset management program will produce vast amounts of data, but none of this information will be useful if the agency doesn’t understand it. The key is to translate the data into the agency’s rating criteria, which will help both staff and decision makers better understand their assets’ condition and make better decisions based on that data.

Expect a positive ROI Case studies have shown that effective asset management programs have helped transportation agencies yield a 13-25 percent return on investment in improved asset longevity at the

John Benda

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jlanfranco.com

1-855-694-3250

ISO 9001:2015

TRANSFORMING THE WORLD OF MATERIAL HANDLING

FEATURING TWO NEW HIAB HEAVY-DUTY LOADERS TAILORED TO MEET YOUR MATERIAL HANDLING NEEDS. NATIONWIDE SERVICE NETWORK MID WEST NORTH WEST

GREAT LAKES

NORTH EAST

MID ATLANTIC

SOUTH WEST

SOUTH EAST

SOUTH

Hiab USA offers an industry leading direct sales and service network with over twenty seven branches complemented with nationwide field service team.

Our innovative product portfolio includes HIAB Loader Cranes and Utility Loaders, MOFFETT Truck Mounted Forklifts and MULTILIFT Hooklifts. Our solutions cover the wide range of railroad/hi-rail truck operation needs.

Built using over 75 years of proven experience in the industry, they can be relied upon to withstand constant, heavy-duty use in harsh climates, year after year.

www.hiab.us.com

800.852.2331