RTS August 2021 by Railway Track & Structures

RAIL WELDING

STRONG

CONNECTIONS Rail welding survives COVID and other market challenges

ALSO: GREEN LINE EXTENSION PROJECT BALLAST MAINTENANCE

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AUGUST 2021 | WWW.RTANDS.COM February 2018 // Railway Track & Structures 1

SIT AND LISTEN William C. Vantuono Railway Age

Bill Wilson

Railway Track & Structures

Railway Age, Railway Track & Structures and International Railway Journal have teamed to offer our Rail Group On Air podcast series. The podcasts, available on Apple Music, Google Play and SoundCloud, tackle the latest issues and important projects in the rail industry. Listen to the railway leaders who make the news.

Kevin Smith

International Railway Journal

Podcasts are available on Apple Music, Google Play and SoundCloud

CONTENTS

August 2021

9 COLUMNS

On Track Will a wobble turn the industry upside down?

Streamlining The LIRR Expansion Project

DEPARTMENTS

On the Cover Crews work on the Green Line Extension project. For story, see p 9 and 22 Photo courtesy of Holland

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26 31 32 32

TTCI R&D Rolling contact damage characterization using electromagnetic field imaging technology AREMA News Message from the President, Getting to know, and more Classifieds Advertiser Index Sales Representatives

FEATURES

Just as they pictured it Green Line Extension construction in the suburbs of Boston is as real as it gets

Keeping the railroad stable Having a sharp eye on ballast maintenance is more critical with climate change

No trouble getting there Holland’s all-terrain welding system thrives on Green Line Extension

August 2021 // Railway Track & Structures 1

ON TRACK

Will a wobble turn the industry upside down? VOL. Vol. 117, 115,No. NO.86 Print ISSN # 0033-9016, Digital ISSN # 2160-2514 EDITORIAL OFFICES 20 South 3680Clark Heathmoor Street, Drive Suite 1910 Chicago, Elgin, ILIll. 60124 60603 Telephone Telephone (312) 630-336-1148 683-0130 Website Fax (312) www.rtands.com 683-0131 Website www.rtands.com BILL WILSON Editor-in-Chief BILL WILSON wwilson@sbpub.com Editor-in-Chief wwilson@sbpub.com DAVID C. LESTER Managing KYRA SENESE Editor dlester@sbpub.com Managing Editor ksenese@sbpub.com CORPORATE OFFICES 88BOB PineTUZIK Street New Consulting York, N.Y.Editor 10005 Telephone btuzik@sbpub.com (212) 620-7200 Fax (212) 633-1165 CORPORATE OFFICES ARTHUR 55 Broad J. MCGINNIS, St 26th Fl. JR. President New York, and N.Y. Chairman 10004 Telephone (212) 620-7200 JONATHAN CHALON Fax (212) 633-1165 Publisher ARTHUR J. MCGINNIS, JR. MARY and CONYERS President Chairman Production Director JONATHAN CHALON NICOLE D’ANTONA Publisher Art Director MARY CONYERS HILLARY COLEMAN Production Director Graphic Designer NICOLE D’ANTONA MAUREEN COONEY Art Director Circulation Director ALEZA LEINWAND MICHELLE ZOLKOS Graphic Designer Conference Director MAUREEN COONEY CUSTOMER SERVICE: 800-895-4389 Circulation Director Reprints: PARS International Corp. 253 West 35th Street 7th Floor MICHELLE ZOLKOS Conference New York, NY Director 10001 212-221-9595; fax 212-221-9195 CUSTOMER SERVICE: 800-895-4389 curt.ciesinski@parsintl.com Reprints: PARS International Corp. 253 West 35th Street 7th Floor New York, NY 10001 212-221-9595; fax 212-221-9195 curt.ciesinski@parsintl.com

t some poi nt i n your life you have wondered about that cute, little man on the moon. He’s a popular subject during the toddler years, perceived as a harmless creature that sometimes coats young dreams in wonderment. So when do we try to bomb him? It appears the little man on the moon has a dark laboratory where vicious ailments to planet Earth are now being created. OK, perhaps I am dialing up the villain role here for something that does not exist, but in less than a decade activity by the moon could lead to extreme flooding around the world ... putting ports and coastal tracks in danger. A study, led by members of the NASA Sea Level Change Team from the University of Hawaii, reads more like a science fiction novel and tells of a time in the 2030s when high tide flooding could happen more frequently on several U.S. coasts due to the common enemy called climate change ... and the moon’s wobble. Apparently the moon’s orbit will have a wobble in the coming years that is considered normal activity. Half of the moon’s 18.6-year cycle creates lower high tides and higher low tides, while the other half creates higher high tides and lower low tides. Global sea level rise, caused by that constant bully known as climate change, could have the high tides reaching even higher, making the time of the moon’s wobble feel more like a stumble and a face plant. In 2019, the National Oceanic and Atmospheric Administration reported ongoing record-setting high tide flooding, and the NASA study says floods could start occurring in clusters that last a month or longer depending on how the sun, moon, and Earth are positioned. NASA Administrator Bill Nelson said low-lying areas near sea level are increasingly

at risk and suffering due to the increased flooding, and it will only get worse. He added the combination of the moon’s gravitational pull, rising seal levels, and climate change will continue to exacerbate coastal flooding on coastlines across the world. Over the past decade or so, ports have been increasing in capacity to handle a rise in cargo traffic activity from around the world, but how many of these new and shiny ports took this kind of future flooding into consideration? I would imagine very few. In fact, it would not surprise me if the number sat at zero. What about the train lines that run along the coast so people and goods can reach cities like New York, Orlando, New Orleans, San Diego, and Seattle? How many could be underwater due to the lethal combination of climate change and a wobbly moon? So here is the question: What do we do? Do we as an industry respond to this science now and do what is necessary to move lines further inland? Should ports be safeguarded if they are not already? The cost of such a move would indeed be over the moon, but the cost of doing nothing and risk losing service lines for weeks, if not months, could be out of this universe. My guess is nothing will be done until the science shows more of something. Science has never deserved to be called accurate, especially when you are dealing with Mother Nature. There are some crazy hypotheses and theories out there backed by men in lab coats with high IQs. This is no knock on them, but the last I checked nobody living carries an ID stating he or she is the official future predictor. That science is hard, if not impossible. So, men of Earth, do nothing ... and let’s hope that other man stays cute and harmless.

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. Pricing: Qualified individual and railroad employees may request a free subscription. Printed and/or digital version: 1 year Railroad Employees (US/Canada/Mexico) $16.00; all others $46.00; foreign $80.00; foreign, air mail $180.00. 2 years Railroad Employees US/Canada/Mexico $30.00; all others $85.00; foreign $140.00; foreign, air mail $340.00. Single Copies are $10.00 ea. Subscriptions must be paid for in U.S. funds only. COPYRIGHT © Simmons-Boardman Publishing Corporation 2021. 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. F o r s u b s c r i p t i o n s a n d a d d r e s s c h a n g e s, P l e a s e c a l l +1 (4 02 ) 3 4 6 - 474 0, F a x +1 ( 8 47 ) 2 9 1 - 4 8 1 6 , e -m a i l r ta n d s @ o m e d a .c o m o r w r i te to: Railway Track & Structures, Simmons-Boardman Publ. Corp, PO Box 239, Lincolnshire IL 60069-0239 USA. POSTMASTER: Send address changes to Railway Track & Structures, PO Box 239, Lincolnshire IL 60069-0239 USA.

August 2021 // Railway Track & Structures 3

STREAMLINING

MAKING A

PUSH Metropolitan Transportation Authority Construction & Development pushed the first of two bridges into place in July on Willis Avenue under the Oyster Bay branch. The two underpasses are the last to be constructed as part of the Long Island Rail Road Expansion Project.

4 Railway Track & Structures // August 2021

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STREAMLINING

FOR THE LATEST INDUSTRY NEWS, GO TO WWW.RTANDS.COM. If you would like to contribute a photo to the Streamlining section please send a high-res version to Bill Wilson at wwilson@sbpub.com. Photo Crediit: LIRR

Photos must be no more than a month old.

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August 2021 // Railway Track & Structures 5

TTCI R&D

Rolling contact damage characterization using electromagnetic field imaging technology TTCI evaluates the readiness of EMFI technology by Anish Poudel, Ph.D. Principal Investigator I (NDT) Transportation Technology Center, Inc.

s part of the Association of American Railroads’ (AAR) Strategic Research Initiatives (SRI) Program, TTCI has continued working with Athena Industrial Services, Ltd., of Calgary, Alberta, Canada, to bring forward their electromagnetic field imaging (EMFI) technology-based, field-deployable inspection system for characterizing rolling contact damage (RCD) on the running surface of rails. Several tests of this in-motion, hi-rail-mounted system were conducted by TTCI to evaluate the technology readiness level (TRL) of EMFI technology for future deployment on North America’s railroads. Background RCD is a result of the interaction of railway wheels with the railhead. Small cracks can appear on the running surface of the rails from the repeated contact stresses. These small cracks can ultimately grow and join up to form flakes that fall loose, leaving behind cavities in the running surface of the rail, commonly referred to as “head checks.” The cracks also can turn downward to a limited depth forming a fatigue crack under the rail surface, known as “gauge corner cracking.” Railroads perform rail grinding on a periodic basis to maintain rail profile and also for surface conditioning. Prior to grinding, rail inspection vehicles (RIV) equipped with rail profile measurement and vision systems are used to provide a quantitative estimate of the rail contour. In comparison, surface cracks are evaluated primarily through visual inspection by trained personnel. This process is more qualitative than quantitative but has 6 Railway Track & Structures // August 2021

proven effective, if not labor intensive. A drawback of the visual inspection is that accurate surface damage depth estimates are not reliably available as a means of informing the grinding effort required to remove the surface cracking. The depth of grind is often planned subjectively based on expert opinion. A system that can accurately measure crack depths would provide valuable information for planning rail grinding operations. EMFI technology EMFI is a non-contact, electromagnetic, non-destructive evaluation (NDE) method that uses focused electromagnetic field (EMF) and several antennae (receiver) to monitor changes in an EMF shape near the surface of a conducting material. The EMF is created by energizing an exciter coil placed at an

THE DEEPEST CRACK REMAINING AFTER GRINDING WAS APPROXIMATELY 0.2 MM. optimized location to focus the EMF to a desired shape. Defects at or near the surface of the conducting material (rail) will distort the EMF shape. To measure the effect of defects on the EMF shape, a series of antennae are placed near the exciter core allowing for full 3-D mapping of the EMF shape. Collectively, this assembly forms the transceiver section of a sensor probe. The fundamentals of EMFI technology are distinct from other available electromagnetic NDE technologies such as eddy current, magnetic flux leakage, alternating current field measurement, and electromagnetic acoustic transducers. What is important in the

EMFI approach is the bucking magnetic field produced by the eddy current itself, i.e., EMFI measures the changes in local magnetic field strength of the back EMF field generated by the surface eddy currents. ECHO-RAIL sensor The ECHO-RAIL sensor is non-contact, and it operates at about a 15-mm offset from the rail head. It uses 16 antennas placed at different regions of the rail head which inspect the entire rail head for RCD in a single scan. Figure 1 shows: a) the EMFI rail-shaped sensor on the TTCI rail inspection truck, and b) a schematic of the antenna positioning in the rail head. Significant effort was put into the design of post-processing software and was optimized for the real-time data analysis concurrent with the sensor development process. Sensor calibration Data acquired during earlier phases by TTCI produced calibration reference values that were applied to the sensor used for this work. Based on the previous testing and experience, it was determined that four primary factors influenced the calibrated RCD results: • Local and extended variations in the rail head profile: When comparing the rail under test to the reference rail, these variations cause significant baseline data value changes. The revised profile compensation algorithm was applied to the sensor; • Metallurgical variations between the rail under test and the reference rail: These variations typically affect the accuracy of crack depth measurement. The effects of metallurgical variation, particularly magnetic permeability, are a fundamental cause of inconsistent results from other forms of electromagnetic-based technology. A processing method was developed that used EMFI field density data to compute a defect depth correction factor. • Defect density: Characterized as the rtands.com

TTCI R&D

number of defect events per inch or millimeter, the defect density affects signal magnitude. As a result, defect density correction algorithms were modified and applied to the data analysis presented. • Ride stability: This refers specifically to the stability of the sensor carriage that runs on the rail surface. Instabilities in the 1 Hz to 30 Hz range can affect the quality of acquired data.

Observations made during the test runs, in addition to data artifacts present at the rail joints, seemed to indicate that the chassis movement of the hi-rail vehicle was being coupled into the trolley. Rapid trolley movements caused sensor responses that looked like large crack events. Field testing and results In-motion field testing took place at TTCI’s Rail Defect Test Facility (RDTF)

on a segment with replaceable rail. Test rails installed for this study had been high and low rail sections of the high tonnage loop (HTL) curve located at the Facility for Accelerated Service Testing (FAST), TTC, subjected to heavy axle load (HAL) traffic. Based on pre-grind EMFI measurement information, it was decided to grind 1 mm. The goal was not to remove the RCD cracks completely during the grinding, but to leave the cracks behind intentionally for comparison and

(a)

(b)

Figure 1. Non-contacting EMFI rail-shaped sensor on TTCI inspection truck.

SUPPORTING OUR FELLOW RAILROADERS ON & OFF THE TRACK SALES RENTALS LATE-MODEL PRE-OWNED INVENTORY AFTERMARKET PARTS & SERVICE FINANCING ASSET DISPOSAL

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August 2021 // Railway Track & Structures 7

TTCI R&D

Figure 2. Pre- and post-grind visual, PT measurement, and micrograph (post-grind) for Location 4.

validation of the post-grind EMFI measurements with destructive metallographic analysis. The test rails were ground (multi-pass) at the top of the rail and gage corner using a 16-stone grinder. Rail Miniprof profile and dye penetrant testing (PT) measurements were taken before and after the grind, and actual grind depth was determined to be around 1.2 mm at the top of the rail using

Miniprof analysis. After the grind, EMFI measurements were repeated and the rails were removed for destructive testing, which involved sectioning the rails and examining the cracks and pits at each measurement location. Figure 2 shows the pre- and post-grind visual, PT, and micrograph measurements for the surface damage. Microscopy analysis also was conducted in order to

determine the crack depth at the profile measurement locations. It was determined that the deepest crack remaining after grinding was approximately 0.2 mm. This corresponded well with EMFI measurements. TTCI is continuing this research with a goal of making this technology readily available to railroads to aid their grinding activities.

LOADERS THAT

EARN THEIR KEEP

The railroad industry is heavily invested to drive safety and daily efficiencies of Hi-Rail truck installed equipment, and Hiab’s experience and solutions will deliver plenty of opportunities to this field. The HIAB J14S and HIAB J24S provide an enhanced level of safety and reliability needed for efficient maintenance of way. With their strength, the loaders are light in weight and engineered for an optimal weight to capacity ratio, providing a greater agility and higher payloads, while also contributing to a longer service life. Productivity and peace of mind is secured by Hiab’s industry-leading nationwide service network and exceptional warranty program. For more information, visit https://www.hiab.com/en/brands/hiab/hiab-loaders.

8 Railway Track & Structures // August 2021

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TRACK CONSTRUCTION

JUST AS THEY

PICTURED IT Green Line Extension construction in suburbs of Boston is as real as it gets By Bill Wilson, Editor-in-Chief

Photo Credit: MBTA

hen something lives inside your head, you do not always want to be a parent to it for a lifetime. The constant attention can be maddening, and often times you can be left wondering if it will ever leave. Residents of Cambridge, Somerville, and Medford in the state of Massachusetts gave the idea of light-rail service its own room in their thoughts years ago. Funding issues, however, began to accumulate like waste under a bed frame, and it was not until 2017 when the clutter finally cleared. Today the Green Line Extension project is closing in on completion, and when the link is finished 80% of the people in Somerville alone will be within walking distance of public rail service. “It’s been on the books for a long time, rtands.com

and to see it happening now, to be as far along as we are on it, this is really something special to be a part of,” John Dalton, GLX Program Manager, told RT&S. “When you work in public transportation you always feel like what you are doing is benefitting the quality of life for people, and this project is just a clear reminder of that.” Throughout my conversation with Dalton, he often asked me to picture things in my mind. Responses often began with, “picture this.” Images are more powerful than words sometimes, and what you see with your own eyes always validates the thoughts in your mind. For the past few months, residents that will benefit from the Green Line Extension have viewed some incredible construction feats. However, it still will not be real until the first train car is filled.

A stop, then a go The Central Artery/Tunnel Project (CA/T), better known as the Big Dig, had been serving as a constant reminder for the need of the Green Line Extension for more than two decades. The CA/T was a megaproject in Boston that rerouted the Central Artery of I-93, the main highway through the core of the city, into a 1.5-mile tunnel. With the completion of the CA/T came an inf lux of traffic, and the Green Line Extension was supposed to take some of the congestion weight off the route. The project was tacked on the planning board back in the 1990s, but eventually the budget became unmanageable. It was not until 2010 when the Massachusetts Bay Transportation Authority (MBTA) and the state decided to take on the Green Line Extension project, and officials decided to August 2021 // Railway Track & Structures 9

TRACK CONSTRUCTION

use a contract method called construction management/general contractor, which broke the project up into seven sections. However, after attempting to get the first three or four sections up and running from a construction standpoint it became clear that more money would be needed, so everything was put on hold. “Work had advanced so far the real question was do we even continued?” said Dalton, who did not arrive on the project until late 2016. “Many people were asking if the Green Line Extension was financially viable.” Six years ago the MBTA, the Massachusetts Department of Transportation and state leadership gave two primary directives: get the scope of the Green Line Extension project into a budget box that is affordable and figure out a procurement model that will assure cost certainty. That model turned out to be the designbuild delivery method, and in 2017 a notice to proceed was issued. “We’re probably 75% complete with the project, but we’re feeling like we are in a

10 Railway Track & Structures // August 2021

good place with the risks we see ahead of us and the contingency we have available to deliver the project on budget,” Dalton remarked. The project did require property acquisitions of different types, but a blessing was the area that was being widened was along the MBTA right-of-way. Green Line Extension tracks are being installed parallel to Fitchburg mainline tracks and New Hampshire mainline tracks. Both are existing MBTA commuter lines. The corridor, however, still needed to be widened. In fact, crews spent the first two years of the project increasing the size of the footprint on both sides of commuter tracks. “That did a couple of things,” said Dalton, “it lowered the risk of real estate acquisitions, which are often very timely and costly. So by virtue of building the Green Line Extension within the existing MBTA property lines really cut down on a lot of the uncertainty about project cost and project schedule impacts. “It can often get wrapped around

procedural and legal axles.” The geography of the project footprint still put some intensity into the early days of the project. The commuter rail tracks sit at the bottom of a V-shaped valley, and the widening required it to be more of a U shape. After extensive excavating, huge retaining walls were installed and an improved drainage system was constructed. To prevent the valley from becoming prone to f looding, a 60-in.diam. fiberglass reinforced pipe drainage trunk that stretched a mile long was put in place. “You had a pretty massive trench to excavate to put this 60-in. drain line in,” described Dalton. “And again, it’s all happening next to an active commuter railway that could not be undermined.” Adding to the engineering challenge was the presence of high rock in the area, which needed to be removed in order to install the drainage pipe. Most of the track has been installed piece by piece, with more mechanized components like turnouts and crossovers

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coming in pre-assembled sections. Pretreated wood ties have been used throughout the route, and a Pettibone has been pulling rail through and putting it in place. An eight-car multipurpose machine has been transporting material within the work site, which has not been a cut-anddry process due to the fact that new track is being installed at the bottom of a valley. “You are hemmed in for getting materials in, and this mulitpurpose machine has been a big part in getting materials in and out,” said Dalton. “Getting the rail, ties, and rail pieces put down has gone extremely quickly. One day you look down the run of the stretch and there’s no rail, there’s no ties, there is no track skeletonized, and literally the next day you look down and you have several hundred feet of track in place.” Come August Dalton expects the project to be either completely built out in terms of track or deep into the testing and commissioning phase for at least one of the branches. The Green Line Extension has two branches: Union Square (about a mile in length) and Medford (about 3.5 miles in length). The Union Square branch will be the first to be put into revenue service. The project covers a total of seven bridges, and two, the Washington Street Bridge and Broadway Bridge, were widened and completely reconstructed. The Green Line will run below all of the spans. Stations sit in between the tracks, and at the Broadway site there is a station immediately north of the span so by widening the track area crews had to make the bridge about twice as long as what it was originally. The other bridges just needed some modifications. Dalton mentioned the need for safety clearances on either side of the track, so there are spots where there are safety niches in the abutment walls so workers doing maintenance can step back into them when trains come through the area. At two other bridge sites—Medford Street and School Street in Somerville— crews had to make an existing abutment the new center pier of the bridge while extending the structure to a new end abutment. Most of the bridge work is now complete. The northern section of the Lechmere viaduct, which takes Green Line service over the Charles River, was removed and connected to a new elevated structure east of Rte. 28. Demolition of the rtands.com

section began on June 6, 2020. Only the steel section of the viaduct north of the Gilmore Bridge was being replaced, while the main concrete span was restored to support Green Line service. As of July, the project was 83% complete. Pandemic pain Like every construction project that has included the last couple of years as a timeline, the COVID-19 pandemic has created some inconsistencies with the Green Line Extension project, but not in terms of worker numbers. According to Dalton, only 68 positive cases have been reported since March 2020. The greatest impact is being felt on the supply side. Material for the project is being pulled from all over the country and even from different parts of the world. “We continue to get notices from suppliers about a COVID outbreak at a factory,” said Dalton. “When that happens they either shut down completely or have some percentage of workers [being out] that affects productivity.” Reduced activity has not been entirely negative. Duration of bridge closures have been increased due to lighter vehicular traffic, and bridges adjacent to work sites also have been shut down to make the environment safer for workers. Less rail traffic during the pandemic also has helped. MBTA officials announced on June 21 that a portion of the 4.7-mile project pulling the Green Line out to Somerville and Medford would not be open until December. The Extension’s one stop to Union Square in Somerville was originally slated to start service in October of this year. The entire line will not be running until Spring 2022, a full five months late. COVID-19 is to blame for the delayed start, as supply chain issues became a factor as early as last spring. GLX Constructors, the prime contractor, has been working day and night dealing with deliveries on items that have been backlogged for months. MBTA came to an agreement with GLX Constructors to reduce the agency’s risk of facing COVID-19-related lawsuits and to firm up the schedule. MBTA will pay up to $80 million from the project’s builtin contingency funding budget to safeguard itself from legal conf licts, pay for additional work, and to execute contractor staffing requirements for the remaining life of the project.

INTELLIGENCE IN RAIL

AUTOMATIC SUCCESS Automated Inspections Mitigate Incidents Automated Inspections Monitor & Identify Issues

Wayside Monitoring Machine Vision Inspection

Remote Diagnostics Real-Time Fleet Wide

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August 2021 // Railway Track & Structures 11

BALLAST MAINTENANCE

STABLE W

hether you think it’s climate change or a string of bad luck, railroads have had a tough 2021 regarding weather and environmental problems. Wildfires and floods have plagued several roads. One road that had to re-route traffic due to wildfires found that it had to re-route again because the original “re-route route” had a significant washout that derailed and sent a 60-mph train into the floodwaters. Fortunately, no one was seriously injured. In addition to the track and ballast repair work required to deal with all of this mess, railroads must now keep a closer eye on their ballast and supporting track infrastructure to ensure that heavy rains are discharged from the road as quickly as possible, and sun kinks and 12 Railway Track & Structures // August 2021

Having a sharp eye on ballast maintenance is more critical with climate change By David C. Lester, Managing Editor

other anomalies in the track caused by hot temperatures receive prompt attention to maintain proper track geometry. The railroad ballast business is a dynamic arena. Inspections are frequent, and maintenance is an ongoing concern. Those are just a couple of reasons we cover this topic twice each year, in March and August. The August vendor survey follows, and we hope you find it helpful in keeping your ballast in top shape. Herzog Herzog has developed a single-pass solution, the Herzog Survey Platform, which gathers multiple track data types using one hi-rail vehicle. Using state-of-theart LiDAR technology, Herzog provides accurate and reliable right-of-way data for

ballast and track profiling, PTC asset identification, and clearance analysis. The platform obtains data using 4K UHD video, 360° high-resolution cameras, and a precision LiDAR scanner, all integrated with advanced GPS/IMU technologies. Point cloud data is collected at 500,000 points per second, allowing the survey vehicle to capture an abundance of information while surveying at a higher rate of speed. Herzog can quickly survey long stretches of ROW, identify overages or deficiencies in ballast, and mark no-dump zones such as crossings or switches. Herzog processes and analyzes surveyed ballast profiles to calculate required tonnages in a given territory using proprietary software. The ballast survey data can be used in rtands.com

Photo Credit: Herzog

KEEPING THE RAILROAD

BALLAST MAINTENANCE

SBC: 1) removing fines from the shoulder section, 2) reducing drainage time of the entire track section, and 3) reducing fouling of the center/crib section of the track. These improvements increase ballast life and reduce the need for tamping, leading to lower total costs for railroads. The primary benefit of SBC is the removal of fouling material from the ballast section. The ballast shoulder returns to its original design condition, which maximizes the life of track assets (ballast, ties, etc.). The secondary benefit is improved drainage resulting from the opening of lateral drainage pathways. Improved drainage keeps track modulus higher and reduces the amount of track settlement under load. This directly leads to track structures maintaining geometry for longer periods before surfacing is required. The tertiary benefit of shoulder ballast cleaning is a reduction in center (crib) fouling over time. Opening drainage pathways in the shoulder can carry out crib-fouling material from the track center during rainfall events.

Herzog’s Survey Platform operates from one hi-rail vehicle.

conjunction with Herzog’s specialized GPS ballast trains, which safely distribute ballast with just one operator at speeds as low as 2 mph in new construction zones and up to 18 mph in areas of routine maintenance. Loram In 2021, Loram has focused on quantifying the improved track performance resulting from shoulder ballast cleaning (SBC) and the economic value SBC provides to railroads. Combining research performed by universities, TTCI, and Loram internal investigations, they have generated a comprehensive economic assessment for SBC rooted in verifiable results from in-track measurements and laboratory testing. Research has shown three benefits to rtands.com

Custom Truck One Source Custom Truck One Source (CTOS) offers an extensive catalog of hi-rail vehicles. The CTOS SPEC 760 rotary dump sports a 14-ft, 12- to 14-cu-yd elliptical dump body. The demolition-style bed is AR450 steel. Control of the body is via proportional joysticks. Tim Minor, CTOS Rail Sales Operations Manager, said, “We’re all about innovation. Over time, we’ve fine-tuned our specs. We continue to do so. Each time we learn something new—this expands the arsenal from which we pull when developing specialized versions of our standard builds.” With customers from the Class 1, short line, contracting, and commuter segments, Custom Truck offers a line that can cater to the specialized requirements found throughout the railroading marketplace. Knox Kershaw Knox Kershaw has been refining and discussing its line of ballast regulators. Here is a review of its latest offerings: 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 cab tilt feature and clean roof design promote safety and ease of maintenance by providing easy access to major machine components without going under or climbing on top of the cab. The KBR 925 Ballast Regulator, redesigned in 2019, is a robust machine designed for ballast work on all track types. Strong visibility, especially 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 an excellent service life, and the standard reversing valve allows ballast to be swept away from switches and road crossings. New features for the KBR925 include a Danfoss Plus One control system, front-mounted Visionaire hydraulically driven AC with high-capacity pressurization, and increased fuel and hydraulic fluid capacities. When fully developed, the controller will aid operators in processes such as joystick functions, transmission shifting, wing deploy/store, brooming speed control, and self diagnosis of performance issues. 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. Plasser American Ballast maintenance is a critical factor in maintaining long-lasting track quality. Plasser offers several products and services 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. Plasser offers several machines for cleaning ballast. The workhorse of this fleet of machines is the RM80 and RM80800, which undercuts and cleans plain track and switches. High-capacity double screening units such as the RM2003 and the RM802 are available. In addition, Plasser also offers shoulder ballast cleaning machines. The BDS100/200 Ballast Distribution System can accompany multiple highspeed tie tampers such as the 09-3X and 2X Dynacat tampers or be used alone to reposition existing ballast along the rightof-way using existing valuable assets. The machines are equipped with plows to August 2021 // Railway Track & Structures 13

BALLAST MAINTENANCE

Plasser’s PBR2005 Ballast Profiling machine can plow, profile and broom in one pass. The design of the shoulder plows allows the machine to reach out and pull in ballast, which was previously beyond the reach of conventional ballast regulators. The PBR2005 is available with a single broom or a double broom for higher productivity.

Custom Truck One Source’s SPEC 760 rotary dump.

sweep up and store excess ballast with all work performed in a single pass.

210008

profile the ballast, hopper, conveyors to distribute ballast, and double brooms to

Integrity Rail Products Railway ballast gets fouled over time. This is especially true with heavy traffic. At switches, ballast breaks down and gets fouled more quickly because of the additional pounding on the ballast caused by traffic over the frog. As a result, you often see more fouled ballast at switches than you do at other locations on the railroad. Traditionally, undercutter bars clear fouled ballast. However, undercutters are difficult to use in yard locations, and the width of a switch makes them cumbersome. Integrity Rail Products believes that the tinbin TC2 dry suction excavator attachment is a perfect fit for this situation. First,

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14 Railway Track & Structures // August 2021

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Photo Credit: Custom Truck One Source

We keep you rolling.

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With 25,000+ ballast gates sold worldwide, Miner AggreGate sets the standard, delivering proven reliability and innovative flexibility. Our new Stand-Alone Solar Powered Electric AggreGate—complete with its own car-mounted work lights for night ballasting—enables independent operation of individual cars anywhere within the ballast train. This boosts MOW agility and efficiency by eliminating the need for grouping manual and automatic cars. An optional remote wireless control system allows for specific car and gate selection for up to 1000 cars. Standard electric, air-powered and manual models are also available.

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LEFT: Accessible gate controllers and battery banks ensure smooth operations and efficient maintenance. MIDDLE: Car-mounted solar panels keep the battery banks charged and ready for stand-alone ballast operations. RIGHT: Miner’s stand-alone LED lighting system enables safer night operations.

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PLASSER AMERICAN AT 60 Focus on Tamping more than 8,200 tamping machines to 109 countries world-wide. With 200-plus tamping unit variations, Plasser has the “right” machine to meet any freight or passenger railroad performance requirement and to handle any field of application—any track, turnout, tie or ballast.

Setting the Standard for High-Capacity, Precise, Reliable Tamping Technology Railroad track is an elastic system of rails, ties and ballast. Changing traffic, subsoil and weather conditions stress track and turnouts over time, leading to deviations from the ideal position. As quality falls below a certain level, maintenance is critical to keep operations running safely and smoothly. That’s where Plasser comes in. Tamping corrects track faults and constructs a consolidated ballast bed to create a stable track geometry and extend maintenance cycles. Plasser’s tamping technology is used in diverse designs and varying sizes on tampers world-wide—all including precise, reliable measuring systems and the core technology, the tamping unit. Plasser’s tamping technology has been setting the standard since 1953, when Franz Plasser and Josef Theurer developed the world’s first hydraulic tamper. Today, Plasser’s machines combine hydraulics with high-quality components, while continuing to ensure nonsynchronous uniform-pressure tamping for superior results. How do the machines work? The parallel leveling system with one steel chord per rail and a single-chord lining measuring system serve as the reference system during pre-measurement and tamping. The AGGS (Automated Geometry Guidance System) controls the machine. Using the different measurement chords, it supplies the exact data for precise correction of faults in longitudinal level and alignment in both tracks and

turnouts. Lining rollers and roller lifting clamps or adjustable lifting hooks guarantee safe and precise lifting and lining. To produce a stable track bed that remains in the required position, tamping tools penetrate the ballast from above to rearrange and compact the ballast below the tie with a squeezing movement. Three parameters are key to this process: 1. All tamping tools work with the same pressure to ensure that the ballast is consolidated homogeneously. 2. Tamping tools vibrate with an ideal frequency of 35 Hz. “At higher frequencies, liquefaction of ballast occurs resulting in poor compaction and faster deterioration of ballast.” — Nilesh M. Dama, “Discrete Element Modeling of Railway Ballast for Studying Railroad Tamping Operation,” Virginia Tech Master’s thesis, 2019 3. The mechanical design provides a stable amplitude of 0.16-0.2 inches. Together with a sufficient squeezing time, these parameters lead to long-lasting lift and track geometry. This in turn leads to extended maintenance intervals. Plasser’s machine performance pays off. Continuous R&D means that Plasser’s machines incorporate the latest technologies. Recently, the Plasser team used “deep learning” to produce a turnout tamping assistance system—a major step toward automation. Additional innovations that support the operator: ATTA (Automatic Tamping Tool Adjustment), which fine-tunes the opening of tamping tools for irregular tie spacing, and ATLAS (Automated Tie Locating Analyzing System), a tie mapping system that works in real time for automated tie tamping even if tie spacing is irregular. Over the past 60 years, Plasser has supplied

Among Plasser’s tampers: • Plasser METRO 4x4: This heavy-duty, highperformance switch and production tamper is specially designed for the stringent requirements of rail transit systems. Standard are automatic, computer-controlled (AGGS) lifting, leveling and lining systems. • GRM 3000: This switch/production tamper offers an output of up to 22 ties per minute; a split-head design for universal application on tracks and switches; and a removable frontframe extension. • 09-2X DYNACAT: This one- or two-tie, continuous action switch/production tamper with stabilizer includes a PLC touchscreen, ATLAS, ATTA and AGGS. • 09-3X C-W DYNAMIC TAMPING EXPRESS: This is a heavy-duty, high speed, continuous action production track tamper and stabilizer. Tamping units are mounted on a separate, self-propelled, satellite frame. While the satellite indexes three ties at a time, the machine’s main frame with stabilizer system moves continuously. Machines can also be customized. Optional equipment ranges from the TAMPLINK® universal interface—connecting tampers with other Plasser machines to increase work performance and provide flexibility—to a GRM2X Tamping Trailer, PST16SW Switch/Spot Tamper or a PTS90C Stabilizer to fulfill the ordered work performance without modifications to the machine/equipment and without additional operators. From measuring and tamping to leveling, lifting and lining, put Plasser technology to work for your benefit. Tamping Machine Quality Cuts Costs • Extends maintenance cycles. • Produces long-lasting track geometry, thanks to the use of proven components. • Provides optimized measuring and control systems.

HIGH CAPACITY I PRECISION I RELIABILITY

Your partner for life The Plasser GRM3000T is a heavy-duty, high performance switch and production tamping machine. It is a multi-function tamping machine and has fully automatic track lifting, lining, and cross-leveling capabilities. The machine’s compact design and weight allow for flexibility when transporting with flat cars or road trucks. The machine is constructed for ease of operation and maintenance. The optional GRM2X Tamping Trailer is an integrated, independently working tamping trailer that can be connected to the GRM3000T via TampLink to increase productivity levels. Plasser American – Your partner for life.

www.plasseramerican.com ”Plasser & Theurer“, ”Plasser“ and ”P&T“ are internationally registered trademarks

BALLAST MAINTENANCE

excavator attachment will suck railway ballast so that minimal equipment damage will occur. Third, because the spoils are dry, personnel can dump the spoils on-site or place them into a dump truck or cart for removal. The excavator with the tinbin TC2 can keep working as other equipment removes the spoils. Work crews are now able to use the entire work window. Vancer Vancer equipment offers a comprehensive approach to ballast maintenance, including: • Ballast and roadbed drainage; • Ballast strengthening and stabilizing; • Track support, including reducing abasement; and • Extension of ballast lifecycle.

Loram has been looking at ways to quantify the improved track performance resulting from shoulder ballast cleaning (SBC).

equipment to mount the tinbin TC2 excavator attachment. Second, the tinbin TC2

Photo Credit: Loram

hi-rail excavators are far more common than hi-rail vac trucks, so it is easy to find

The Vancer team develops equipment for comprehensive Maintenance-of-Way needs. Vancer’s hi-rail excavators work well with attachments such as the Vancer ballast cribber or undercutter featuring 360° rotation. Excavators include a

18 Railway Track & Structures // August 2021

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BALLAST MAINTENANCE

hydraulically powered hi-rail gear undercarriage with train air brakes, multiple tool carrier functionality, and dual pivoting railcar couplers. In addition, Vancer also offers a 35-yd ballast cart designed for distributing and spreading ballast. The cart can roll at speeds up to 25 mph and includes brakes on all wheels, life points, and chains.

Photo Credit: Miner Enterprises

Miner Enterprises The AggreGate from Miner Enterprises can effectively ballast inside, outside, or both sides of the rail simultaneously. Engineered as fabricated and completely assembled units, these ballast systems can work with new or existing cars. Among its many unique design features are toggletype linkage systems and tapered doors for ballast shutoff at switches, crossovers, and bridges. The AggreGate ballast discharge outlet is available as manually operated, air-powered, or as a standalone electric-powered to meet virtually any ballast unloading need. In addition, several models of the AggreGate have a

The Miner AggreGate car. Note the solar panel in the middle of the car which builds power for an LED lighting system in the car to enable ballast work at night.

remote-control feature that allows the user to deposit ballast while remaining a safe

distance from the activity. Miner recently provided its electric

Photo courtesy of Western States Equipment

tinbin TC2 DRY SUCTION EXCAVATOR ATTACHMENT TINBINCANAM.COM

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August 2021 // Railway Track & Structures 19

BALLAST MAINTENANCE

eliminating the need for grouping manual and automatic cars.

Bottom view of Miner’s AggreGate car.

standalone AggreGate and lighting system into the fleet of a major passenger carrier.

It enables independent operation of the car from anywhere within a ballast train,

Industry-Railway Suppliers Industry-Railway Suppliers, founded in 1966, is an established North American distributor of ballast maintenance and technology tools, work equipment wear parts, AREMA track tools, abrasives, heavy railroad equipment, and mechanical shop tools. The heavy-duty construction of its solidrubber ballast broom elements provides longevity and fits all standard ballast regulator machines. The company offers both standard and club-style broom elements, which sweep excess ballast without damaging the ties. IRS’s higher-performance, club-style broom elements are wider and more durable, lasting 15% to 20% longer than standard brooms. Double-broom clamps secure two elements at once, decreasing element replacement time. They are made from forged alloy steel for increased element support when brooming and are reusable.

The Railway Educational Bureau

Federal Regulations

CMY

Track Safety Standards, contains all the Track Safety Standards, Subparts A-F, for Classes of track 1-5. The standards cover general information, Roadbed, Track Geometry, Track Structure, Track Appliances and Track-Related Devices, and Inspection. Includes Defect Codes. Updated May 3, 2021. BKTSSAF

Track Safety Standards, Subparts A-F Only $9.86 for orders of 50 or more!

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Bridge Safety Standards FRA Part 237 establishes Federal safety requirements for railroad bridges. This rule requires track owners to implement bridge management programs, which include annual inspections of railroad bridges, and to audit the programs. Part 237 also requires track owners to know the safe load capacity of bridges and to conduct special inspections if the weather or other conditions warrant such inspections. Updated May 3, 2021. Bridge Safety Standards $7.95 BKBRIDGE Only $7.15 for orders of 50 or more!

The Railway Educational Bureau 1809 Capitol Ave., Omaha NE, 68102 www.RailwayEducationalBureau.com 20 Railway Track & Structures // August 2021

Workplace Safety

Subparts A-F

This reprint includes the FRA's Railroad Workplace Safety Standards addressing roadway workers and their work environments. These laws cover such things as: personal protective equipment, fall protection, and scaffolding for bridgeworkers; and training issues. Also includes safety standards for on-track roadway vehicles. Updated May 3, 2021.

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Track Calculator The Track Safety Standards Calculator is a must for anyone who works on track. This slide rule type calculator contains many of the details for Classes of track 1- 5. Deviation from uniform profile and from zero cross level. Difference in cross level. Compliant with part 213. BKTCAL Track Calculator $10.50 Only $9.50 for orders of 50 or more! Updates from the Federal Register may be supplied in supplement form.

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Photo Credit: Miner Enterprises

Track Safety Standards

RAIL WELDING

The Green Line Extension project used Holland’s Mobile Welding Unit 702.

NO TROUBLE GETTING THERE Holland’s all-terrain welding system thrives on Green Line Extension project

olland recently completed a welding project on the Lechmere Viaduct in Boston with partners Railworks and the Massachusetts Bay Transportation Authority (MBTA). The unique location, part of the MBTA Green Line Extension, meant that extensive time was put into the pre-planning process for the project. A site walk-through of the 110-year-old structure and intense collaboration with the general contractor and MBTA helped generate site-specific work instructions and safety procedures before working on the bridge that spans the Charles River. The project utilized Holland’s Mobile Welding Unit 702, an all-terrain welding system designed to access welding locations that a traditional welding truck cannot. 22 Railway Track & Structures // August 2021

Due to tolerances for hi-rail equipment being much stricter on this section of track, the unit’s hi-rails had to be removed and sent to a machine shop where they were shimmed to meet the specifications. To access the worksite, Unit 702 traversed 5 miles through Boston both on the road and setting on and off hi-rail several times as the track was not completely built on the path to the work area. The historic site’s location and structure meant that fall protection procedures specific to the bridge had to be devised along with fire protection and fire watch procedures to protect the bridge deck consisting of wooden ties. With every weld made, the rail was jacked up and a fire blanket was laid underneath to capture the sparks from the welderhead and avoid slag

and sparks from potentially catching something on fire below the bridge. Fire blankets also were draped across the front, back, and top of the welderhead to prevent sparks from escaping. The timing of the project meant that the Holland team had to work in unison with other contractors working in the same areas. The team worked long hours to achieve the number of welds needed to complete the project on time. Holland said it is slightly ahead of 2020 in terms of market performance, but the pressure remains high to minimize maintenance costs with the Class 1s. Demand is falling for large rail gangs installing new rail, while the need for smaller gangs and more repair welding work is increasing. Holland points to the passage of an rtands.com

Photo Credit: Holland

By Bill Wilson, Editor-in-Chief

RAIL WELDING

infrastructure bill as a key at the transit level to finish 2021 strong. Omaha Track This year is Omaha Track’s second year performing on-site rail welding. “Last year was an incredible first year and with the constant demand for this service we expect 2021 to be even more successful,” the company told RT&S. Omaha Track also believes the market holds promise behind the passage of a major infrastructure bill. Omaha Track offers a variety of goods and services, and the track construction team can fulfill many services, including: tamping, welding, new construction, tie replacement, rail switch repair, and track inspections. Orgo Thermit Despite the challenges of working through the pandemic, Orgo Thermit is proud to have continued to supply customers with minimal impact thanks to a robust quality management system and having an effective

supply chain to manage through these challenging times. As the situation with the pandemic has improved, so has the welding activity in 2021 compared to 2020. As freight railroads demand the highest-quality welding consumables, Orgo Thermit has developed metallurgical powder weld filler metals that are designed to be compatible with the hardness of modern-day premium rail steels of greater than 370 Brinell. As premium rails have become commonplace throughout the North American rail industry, a rail weld metal metallurgy designed to match the rail hardness is preferred. In addition, it is required that such a weld metal property must meet the stringent AREMA slow bend test requirements for the quality assurance of thermite welds. The Thermit 2.0 was first put on test in 2016 at TTCI achieving 355 MGT at FAST compared to 171 MGT for other thermite welds. It has since been installed by customers throughout North America including Class 1 railroads with further testing at the Western mega site including the

ultrasonic impact treatment of these Thermit 2.0 welds. Orgo Thermit also developed the Safe Start Degradable Crucible System, a patented product that has eliminated the DOT classified “hazardous for transportation” igniter. This system has made transporting welding kit consumables more efficient with lower transportation costs and convenience for customers. Progress Rail Working with international affiliate EO Paton, Progress Rail has developed a narrow head welder for mobile units. This head can be used with Progress Rail’s extended boom trucks when welding turnouts and in tight confines. Progress Rail’s new fleet of 250-ton AC mobile welders have external pullers for closure welds, expanding the company’s mobile offering of 180-ton fully integrated heads, extended boom units, and excavator-mounted welders. Progress Rail also has autonomous rail butt preparation and spot polishing systems for fixed plant applications. In preparation for welding,

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August 2021 // Railway Track & Structures 23

RAIL WELDING

the use of a separate puller. Progress Rail has seen good levels of demand for mobile welding services this year, and anticipates the demand to continue into 2022. Current market conditions for rail welding are similar to those of 2020. Progress Rail anticipates the backlog of work from 2020 and the increased national focus on infrastructure projects to drive demand for rail welding. Additionally, short line and industrial welding projects are beginning to pick up as manufacturers look to enhance their ability to ship by rail. “The rail welding market is challenging in a normal year, and with the impacts of the pandemic, typical challenges have been exacerbated,” Progress Rail told RT&S. “Scheduling projects has also become more challenging due to fluid site conditions and restrictions that make locking down dates of work problematic. “In some cases, welding projects have been postponed due to logistical problems delivering rail and other material to the site.”

The Railway Educational Bureau

Track Resources

Dictionary of Railway Track Terms

Railway Geotechnics Railway Geotechnics covers track, track substructure, load environment, materials, mechanics, design, construction, measurements, and management. It is written primarily for professionals and graduate students.

The most comprehensive collection of definitions relating to track. Over 1500 terms from antiquated forgotten slang to today's jargon. Clearly illustrated line art enhances the text.

BKRTT Dictionary of Railway Track Terms

$35.00

BKGEOTECH

Your Guide to Railway Signals

BKATLAS

$99.95

$230.00*

Railway Geotechnics

The Track Data Handbook

Your Guide to Railway Signals is an excellent guide for training signal personnel especially railway cross-function managers, supervisors, and support personnel. High-quality graphics and diagrams have been used throughout. Complies with all standards and commonly used practices.

BKYGRS

Progress Rail sees a demand for rail welding in 2021.

Reprinted by popular demand, this book is a valuable reference for roadmasters, track supervisors, track foreman, surveyors and others involved in the planning and execution of track maintenance and construction work. Fold-out diagrams. Softcover. 301 pages.

$48.50

BKTDH Track Data Handbook

Professional Railroad Atlas of North America

The Railroad What it is, What it does

This atlas, now in it’s fourth edition, has been designed for the railroad professional and transportation consultant. Nine major lines are color coded for enhanced readability.

The fifth edition of The Railroad: What It Is, What it Does is even more valuable than before. Inside you’ll find a comprehensive look at how today’s railroads function—from equipment to procedures and marketing to maintenance.

Prof. Railroad Atlas of No. America

The Railway Educational Bureau 1809 Capitol Ave., Omaha NE, 68102 www.RailwayEducationalBureau.com 24 Railway Track & Structures // August 2021

$77.95*

BKRRNN

$46.95

What it is What it does

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Photo Credit: Progress Rail

this system automatically cleans rust and mill scale from the rail butts and electrode contact areas without penetrating into the parent material. The system requires no operator interaction for improved safety and compensates for abrasive wear. Progress Rail’s latest generation 250-ton AC mobile welder uses a cutting edge control system. The system combines a fully integrated, multi-processor controller with a proprietary operator interface software suite. Customers are always interested in improving equipment utilization and dependability. This drove the development and implementation of the new weld data trending and analytic tools. These tools are used to identify variances in material, equipment, and the environment. Progress Rail’s enhanced sampling and curvet routines accurately predict reactive track forces during forging to ensure the proper forging force is applied to every weld. Progress Rail is developing a high-tonnage, fully integrated welding head. This AC unit will provide closure weld capabilities without

Upcoming Webinars

Life Cycle of Wooden Ties September 1, 2021 2:00 - 3:15 PM ET • PDH - 1.25

Bridge Inspection

October 20 - 28, 2021 Registration Coming Soon • PDH - 12 +

Critical Geometry Defects November 3, 2021 2:00 - 3:15 PM ET • PDH - 1.25

To register or for more information, visit www.arema.org.

Join AREMA’s Newest Technical Committee

Safety • Passenger Information • Simulators • Planning & Analysis • Operations Data Acquisition & Analytics • Collection Systems • Automation • Communication Infrastructure The purpose of Committee 35 is to continually review current and new information technology applications for monitoring and maintaining wayside infrastructure and passenger facilities, service and assistance systems and to recommend associated industry practices with the overall goal of improving the safety, efficiency, reliability and quality of train operations and services.

To join Committee 35 - Information Technology or for more information, visit www.arema.org

PROFESSIONAL DEVELOPMENT

Message From The President

AREMA is focused on your education and helping you advance in the railway industry. AREMA’s convenient we bin a rs p rovid e Professio n al Development Hours (PDH) to serve your educational needs. Life Cycle of Wooden Ties Webinar Date: Wednesday, Sept. 1 Time: 2-3:15 p.m. ET PDH: 1.25

Bridge Inspection Webinar Date: Tuesday, Nov. 2 PDH: 12+ Registration coming soon

Critical Geometry Defects Webinar Date: Wednesday, Nov. 3 Time: 2-3:15 p.m. ET PDH: 1.25 These courses are comprised of re c o m m e n d e d p ra c t i c e s a n d relevant accumulated knowledge from subject matter experts in the railroad industr y. They are n ot inte n d e d as a re g u l ato r y qualification. All webinars will be held on Zoom. F o r m o re i n f o r m a t i o n o n o u r e d u catio n a l p rog ra m s a n d to register, please visit www.arema.org.

26 Railway Track & Structures // August 2021

VICTOR R. BABIN AREMA President 2020-21

t has been my great fortune and the capstone of my career to occupy the AREMA President’s office these past 12 months. True to our times, it was a virtual office executed from an electronic device carried from room to room, room to car, and car to remote locations across northwest Indiana and the U.S. Frequent notes of encouragement from past AREMA presidents were a blessing to my tenure. Ed Sparks, AREMA Past President, skillfully managed this office before me and smoothly passed the baton in the form of a vibrant and well-run organization. Our association’s talented and energetic staff continues to bring to fruition many of the initiatives first envisioned by Ed. The highly successful and increasingly active Communities platform is just one of those innovations. The many management tools lighten the burden of committee administration; new discussions are initiated daily in the Member Forum and the ensuing dialogues provide a wealth of knowledge and resources. I am grateful for the skillful management, optimism, and tireless work at headquarters that keeps AREMA organized and enables our volunteer members and leaders to remain focused, ensuring AREMA’s success now and into the future. The association’s collective energy brought about many advances over the past year, and I take great pleasure in highlighting some of our accomplishments. AREMA’s Strategic Plan includes long-term initiatives related to future direction, sustainability, and growth of the organization, and thereby the advancement of the rail industry. Our startup efforts to provide information technology (IT) and hyperloop forums and content align well with this plan. The year 2021

saw the Communications & Signals (C&S) Functional Group take a bold step forward by evolving into the Communications, Signals and Information Technology (CS&IT) Functional Group with the addition of Committee 35—Information Technology. The committee is forming now and will focus on existing and emerging IT applications for the wayside. An inaugural meeting will be held in the next few months. If you are interested, please attend and encourage your colleagues to participate to provide the expertise and content that is most needed by our rapidly advancing rail industry. As AREMA looks into what the future holds for railway and transportation engineering, we see great potential in the emerging field of hyperloop technology. Developments have been underway for nearly a decade and we are now beginning to witness demonstrations of fledgling systems that give us a vision of things to come. This technology is in its infancy, but close examination reveals that many of the elements required for hyperloop systems such as bridges, tunnels, guideways, turnouts, meet/pass facilities, communications, control systems, and stations are structurally similar to railway counterparts. Hyperloop administrators, engineers, and technologists have turned to AREMA for guidance in developing recommended practices. We have offered to help them bring their concepts and dreams into reality by sharing the AREMA body of knowledge and by offering AREMA as the organizational structure for building a set of recommended practices specific to hyperloop. The relationships and the opportunities made possible at technical committee meetings and industry conferences can benefit us all, and hyperloop may be here sooner as a result. Taking a cue and learning from the experiences of the AREMA 2020 Railway Roadbed and Ballast Symposium, we will hold our first C&S Symposium in conjunction with the RSSI exhibition next spring in Kansas City. The drive, skill, and cohesiveness demonstrated by the CS&IT leaders in assembling an outstanding educational program is one of the finest examples of the value of AREMA membership and the benefits we provide to the railway industry. I look forward to attending the symposium with great anticipation; it is sure to be a hallmark event in the C&S sector of railway engineering and maintenance education. I hope that all of you have been listening to one of our newest benefits: the AREMA Platform Chats podcast. As of this writing, five rtands.com

episodes have been recorded and cast. Walt Bleser, AREMA Functional Group Board of Director—Structures Functional Group, has proven to be an engaging and witty moderator. The informative dialogues have been captivating. Each new episode explores the diversity of AREMA members, their careers, activities, and interests. Be sure to tune in. Senior Vice President Mike Freeman and the Program Committee have assembled another outstanding slate of technical presentations from all six AREMA Functional Groups for the AREMA 2021 Virtual Conference. You can talk with the presenters at the live Q&A sessions and will be able to review the presentations again in the future via the AREMA learning management system. The innovative Keynote Panel will feature leaders from across the continent discussing lessons learned over the past year and upcoming plans for their railroads. Additionally, we will have programs and presentations especially for students and young professionals. Each morning you may relax and chat with your friends and colleagues at the Java Exchange. I look forward to seeing you at the AREMA 2021 Virtual Conference. My workday is over at AREMA and at the South Shore Line. It’s time to shut off the lights and go home, but like all railroaders, I’ll be ready if the phone rings at 2 a.m.

FYI

Register now for the AREMA 2021 Virtual Conference. Take advantage of the early bird discounted rates by registering before Aug. 26. We look forward to seeing you online Sept. 26-30, 2021. O rder the 2021 Man ual for Railway Engineering now. With more than 40 new or revised Parts, it’s the perfect time to get the 2021 Manual. Order online now at www.arema.org or contact publications@ arema.org for more details. 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 long-term success. Visit www.arema. org/careers to post your job today. Want to generate leads, promote a product, and reach a target audience? Sign up for sponsorship at the AREMA 2021 Virtual Conference. Please visit www.conference. arema.org or contact lmcnicholas@arema. org for more information on sponsorship investment opportunities.

Help support the next generation of railway engineers by donating to the AREMA Educational Foundation. Your generosity helps provide scholarships and build programs to lead students to the profession. Donate now at www. aremafoundation.org. Did you miss the AREMA 2020 Virtual Conference & Expo? The platform will be open through Sept. 15, 2021, for you to get your PDH and learn while on the go. Purchase now at www.arema.org.

NOT AN AREMA MEMBER? JOIN TODAY AT WWW.AREMA.ORG FOLLOW AREMA ON SOCIAL MEDIA:

2021 UPCOMING COMMITTEE MEETINGS SEPT. 14-15 Committee 15 - Steel Structures Virtual Meeting

SEPT. 20-21 Committee 39 - Positive Train Control Indianapolis, Ind.

SEPT. 16-17 Committee 8 - Concrete Structures and Foundations Sandpoint, Idaho

SEPT. 21-22 Committee 37 - Signal Systems Indianapolis, Ind.

SEPT. 17-18 Committee 24 - Education & Training Kansas City, Mo., and online

SEPT. 21-22 Committee 38 - Information, Defect Detection & Energy Systems Indianapolis, Ind.

SEPT. 20-21 Committee 36 - Highway-Rail Grade Crossing Warning Systems Indianapolis, Ind.

SEPT. 26 Committee 12 - Rail Transit Virtual Meeting in conjunction with AREMA Virtual Conference

SEPT. 28 Committee 13 - Environmental Virtual Meeting in conjunction with AREMA Virtual Conference SEPT. 28 Committee 27 - Maintenance of Way Work Equipment Virtual Meeting in conjunction with AREMA Virtual Conference OCT. 18-19 Committee 34 - Scales Tampa, Fla.

Join a technical committee Joining a technical committee is the starting point for involvement in the association and an opportunity for lifelong growth in the industry. AREMA has 30 technical committees covering a broad spectrum of railway engineering specialties. Build your network of contacts, sharpen your leadership skills, learn from other members and maximize your membership investment. If you’re interested in joining a technical committee or sitting in on a meeting, please contact Alayne Bell at abell@arema.org. For a complete list of all committee meetings, visit https://www.arema.org/events.aspx.

rtands.com

August 2021 // Railway Track & Structures 27

Nominated For: Senior Vice President Name: Trent M. Hudak, P.E. Title: Director, Engineering Services Organization/Company: BNSF Railway Joined AREMA or Predecessor Organization: Joined AREA in 1988 Hudak joined BNSF Railway in 1985 as a management trainee. He worked in various track supervisory positions for the first several years before joining the Engineering Services team. He has spent over 25 years in various design, planning, project management, and leadership roles with Engineering Services. During this time, he has been the engineering lead with many railroad track and facility projects and programs, including various mainline track expansions, yard expansions, passenger rail programs, intermodal facilities, automotive facilities, locomotive and car shops, wayside 28 Railway Track & Structures // August 2021

buildings, and fueling facilities. In recent years he has led various initiatives to establish BNSF guidelines and best practices with facilities, track expansion, and project management. Currently his position is Director, Engineering Services. He holds a B.S. Civil Engineering degree from Montana State University. He has a Professional Engineer designation. Hudak is a member of ASCE. He has been an AREMA committee member for over 15 years. He served a three-year term as secretary for AREMA Committee 11 and is currently an active member of Committee 14. He has served on the AREMA Functional Group Board of Directors as Director and Functional Group Vice President—Engineering Services. He also was a member of the AREMA Education Review Committee (formerly called the Seminar Committee). Nominated For: Vice President— Engineering Services (three-year term)

Name: Michael K. Williams, P.E. Title: Senior Manager, Industrial Engineering Organization/Company: Norfolk Southern Corporation Joined AREMA or Predecessor Organization: Joined AREA in 1989 Williams began his career in 1985 at Norfolk Southern Corporation as an assistant engineer. He has held various positions such as Engineer-Track, Engineer-Public Improvements, Senior Industrial Engineer, Industrial Engineer, and Manager Industrial Engineering. His current position is Senior Manager, Industrial Engineering. He holds a B.S. Civil Engineering degree from Clemson University and an MBA from Kennesaw State University. He has a Professional Engineer designation. Williams was the chair of AREMA Committee 16 from 2011-2014. While chair of Committee 16, he increased the committee’s participation rate by over rtands.com

Photo Credit: Unsplash.com/ benjamin-childwwww

Nominees for election to the 2021–2022 AREMA Functional Group Board of Directors

50%. He also presented an original paper at the 2011 AREMA Annual Conference and is a former member of AREMA Committee 15. He is a member of the Institute of Industrial Engineers. Nominated For: Director—Communications & Signals (three-year term) Name: Kevin E. Cravens Title: Director, S&E Engineering Organization/Company: Norfolk Southern Corporation Joined AREMA or Predecessor Organization: Joined AREMA in 2008 Cravens started his career in 1989 with E Systems as a Department of Defense contractor and moved to Norfolk Southern Corporation in 1990. He has been Signalman, Signal Maintainer, Signal Supervisor, Project Engineer, Assistant General Supervisor, General Supervisor/ Illinois Division, then Dearborn Division, until his current position of Director, S&E in 2016. His current position includes managing projects in hump yards, wayside detection systems, electrical in yards, moveable bridges, wayside signal and crossing design. He studied one year at USAF Tech School, graduating top of class, and two years at the University of Maryland. Cravens is a member of AREMA Committee 36 as well as a member of the Midwest Signal Engineer Committee. Nominated For: Director—Structures (three-year term) Name: Ronald G. Berry, P.E. Title: General Director, Structures Organization/Company: BNSF Railway Joined AREMA or Predecessor Organization: Joined AREA in 1997 Berry began his career as a bridge engineer with HNTB Corporation in 1995. He moved to BNSF Railway in 2001 and has held various positions in the engineering department. He holds B.S. and M.S. Civil rtands.com

Engineering degrees from the University of Missouri. He has a Professional Engineer designation. Berry is a member of AREMA Committee 15 as well as a past chair and vice chair of the committee. He also is a member of the American Institute of Steel Construction as well as the Civil Engineering Academy of Distinguished Alumni at the University of Missouri. He serves on the Association of American Railroads Bridge Technical Advisory Group as well as the National Steel Bridge Alliance Technical Committee. Nominated For: Director—Passenger & Transit (three-year term) Name: Krista L. Keene Title: Senior Manager, Utilities Organization/Company: Amtrak Joined AREMA or Predecessor Organization: Joined AREMA in 2006 Keene began her career in 2001 as Railroad Coordinator for AECOM (formerly DMJM+Harris). She then went to Amtrak as Senior Estimator-System Production, then Project Manager at HNTB Corporation, before working at Michael Baker Corporation as Rail Development Manager. She was at HNTB Corporation as Senior Project Manager prior to her current position at Amtrak as Senior Manager, Utilities. She holds a B.S. Civil Engineering degree from the University of Pennsylvania and an M.S. Civil Engineering degree from Temple University. She expects to complete an MBA from Rowan University in May 2021. She has a PMP and an EIT certification. Keene is currently a member of AREMA Committees 1 and 17, as well as a past chair, vice chair, and secretary of Committee 17. She also was a previous member of the AREMA Nominating Committee. Nominated For: Director—Track (three-year term) Name: Patrick A. Halsted Title: AVP Freight Railroads Organization/Company: HDR Engineering Joined AREMA or

Predecessor Organization: Joined AREMA in 2003 Halsted started his career at Union Pacific Railroad in 2000 as a Project Design Engineer and continued as Manager, Industry and Public Projects, Director, Track Maintenance, Director, Industry and Public Projects, Director, Civil and Track Construction as well as General Director, Civil and Track Construction. He is now AVP, Freight Railroads, at HDR Engineering. He holds a B.S. degree in Physical Geography from Northwest Missouri State University and an M.A. in Physical Geography from the University of Nebraska-Omaha. Halsted is a member of AREMA Committee 5 and was previous chair, vice chair, secretary, and subcommittee chair of that committee. He was awarded Union Pacific Railroad Director of the Year in 2011 and a Leadership Development Program Award in 2010 by his peers. Nominated For: Director—Maintenance-of-Way (three-year term) Name: Lawrence Fleischer, Ph.D. Title: Director, Process Safety Organization/Company: BNSF Railway Joined AREMA or Predecessor Organization: Joined AREMA in 2002 Fleischer started as a designer in 1993 and moved to BNSF Railway in 1994 as manager of Safety and Quality. He has been in his current position at BNSF Railway since 1996. He holds a B.S. Environmental Design and Planning degree from the State University of New York, an M.S. and Ph.D. in Industrial Engineering from Texas A&M. He is a Certified Safety Professional as well as a Certified Industrial Ergonomist. Fleischer is a member of AREMA Committee 27 and chair of Subcommittee 4 for Committee 27, as well as a member of the American Society of Safety Professionals and the Human Factors and Ergonomics Society. August 2021 // Railway Track & Structures 29

Getting to Know AREMA Committee 13

ommittee 13 is one of the six engineering services technical committees of AREMA. As Ed Sparks, Past President of AREMA, shared with us during the Fall 2020 virtual meeting, the engineering services functional groups are the folks behind the scenes that make any project function. Our challenge as AREMA members is to continuously think about how we can increase the value of our work to members and industry. Committee 13 has a unique challenge in that the content of our chapter in the AREMA Manual for Railway Engineering is extremely broad and based on hundreds of pages of regulations that could be read elsewhere. Our committee strives to present environmental guidance in an accessible manner that provides industry context for relevant environmental regulations. We would like the industry to get to know our committee better and invite you to engage with us so we can serve you better.

Mission

Our mission is to support the broader railroad community for all environmental engineering and maintenance concerns. Comprised of a diverse range of subject matter experts, Committee 13 provides value through best practices, guidance, and education of the railroad community on existing and emerging regulatory trends. Membership and leadership

As of July 2021, Committee 13 has 35 active members. Our membership is diverse—it includes representation from the railroad industry, the Association of American Railroads, government, academia, and consulting. The current officers of Committee 13 will complete their three-year term at the close of the annual AREMA meeting on Sept. 28, 2021. We asked the officers to share a few personal notes about themselves. 30 Railway Track & Structures // August 2021

CHAIR: Leo Thorbecke, Vice President, TRC Companies

2022 update of Chapter 13.

How did you get started working for the railroad industry? It was literally by accident approximately 30 years ago when I worked on a rail client’s derailment.

To support the goals of Committee 13, we have established working groups to identify specific objectives and actions that support each goal.

What is one surprising fact about you? I got introduced to yoga during the early months of the pandemic, became hooked, and try and practice it daily. VICE CHAIR: Kari Harris, Manager, Environmental Impact, U.S., Canadian National How did you get started working for the railroad industry? I was working as an environmental consultant in the Chicago area, and CN was one of my clients, until they hired me. What is one surprising fact about you? I bought the home I grew up in from my mom in 2010. It’s been in my family now for three generations and is where I grew to love the outdoors. SECRETARY: Peter Masson, Senior Consultant, Golder How did you get started working for the railroad industry? I’ve always loved being around railroads and constantly played with Lionel trains as a kid. And now here I am, still playing with trains. What is one surprising fact about you? I’ve published three novels. And I have three more in the works I need to finish, when I get some free time. Status of Manual (Chapter 13)

Committee 13 is in the process of updating several sections of Chapter 13: Environmental Review, Waste Management, and Water Quality (formerly called Water and Wastewater Compliance). In addition, a new section is being developed to address environmental considerations in Canada, as the current chapter contents address only the U.S. These updates will be completed in 2021 and reflected in the

Working groups

Te c h n i c a l p u b l i c a t i o n s/c o n f e r e n c e presentations

• Objective: Develop publications on industry-specific emerging technical/ regulatory issues and presentations for industry conferences; • Education/training; and • Objective: Provide relevant professional development and continuing education opportunity for AREMA members. Membership

• Objective: Expand membership in Committee 13 through increased visibility and value creation by active members. Recent committee initiatives

As part of Committee 13’s commitment to serve the broader AREMA audience, we recently presented a webinar titled “Environmental Permitting for Railroad Project Managers” to provide an introduction to environmental permitting processes and timelines for engineering project managers who manage track expansion, new capital facilities, or bridge replacement projects. The webinar was delivered on May 19, 2021, by Committee 13 Vice Chair Kari Harris and Raymond Baker, senior manager with CN’s Bridges & Structures department. We encourage you to contact Committee 13 with other topics that would be of value to you. How can we help you?

Our mission is to support the railroad community. We would like your input on this as well. Do the railroads rely on the information in Chapter 13? If not, how can this committee make the content more relevant and valuable? Would an “environmental vocabulary” reference document be useful? What topics do you struggle with where a webinar would provide value? Please use the AREMA Member Forum to share your thoughts and suggestions so that we can more effectively serve the railroad community. rtands.com

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AD INDEX

COMPANY

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AREMA Marketing Department

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marketing@arema.org

25,C3

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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. 32 Railway Track & Structures // August 2021

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