Working with UAVs
BETTER
Views Class 1 railroads are starting to take advantage of UAV technology
December 2019 | www.rtands.com
ALSO: RAIL PROFILES FRICTION MANAGEMENT rtands.com
SWITCHES
February 2018 // Railway Track & Structures 1
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contents
December 2019
FEATURES
10
Adverse rail profiles Research and testing are keys for evaluating rail profiles
15
26 NEWS
4
DEPARTMENTS
Streamlining Norfolk Southern re-opens rail bridge
6 32
An operator gets ready to fly an unmanned aerial vehicle. Story on p 15. Credit: Norfolk Southern
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36 39 39
TTCI Revenue service testing program update AREMA News Message from the President, Getting to Know, and more Classifieds Advertiser’s Index Sales Representatives
What if? Norfolk Southern develops effective UAV program, but it did not happen without some trial and error
20
A daily challenge The role of friction management in optimizing the wheel/ rail interface
26
A one-track market Switch business remains steady moving into 2020
Columns
3
On Track Looks great, but it is costly
40
Something is not right North American railroads and corporations today
December 2019 // Railway Track & Structures 1
voestalpine Railway Systems Nortrak
On Track
Looks great, but it’s costly
Vol. Vol. 115, 115, No. No. 12 6 Print ISSN # 0033-9016, Digital ISSN # 2160-2514 EDITORIAL OFFICES 20 South Clark Street, Suite 1910 Chicago, Ill. 60603 Telephone (312) 683-0130 Fax (312) 683-0131 Website www.rtands.com Bill WILSON Wilson Editor-in-Chief wwilson@sbpub.com David KyraC. Senese Lester Managing Editor ksenese@sbpub.com dlester@sbpub.com Bob Tuzik Consulting Editor btuzik@sbpub.com CORPORATE OFFICES 88 Pine 55 Broad Street, St 23rd 26th Floor, Fl. New New York, York, N.Y. NY 10005 10004 Telephone (212) 620-7200 Fax (212) 633-1165 Arthur J. McGinnis, Jr. President and Chairman Jonathan Chalon Publisher Mary Conyers Production Director Nicole D’Antona Art Director Hillary Aleza Leinwand Coleman Graphic Designer Maureen Cooney Circulation Director Michelle Zolkos Conference Director Customer Service: 800-895-4389 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
P
ottery is before the Barn, so I guess that should have been a dead giveaway for me. Ever since my wife and I started having kids, there have been times when bedrooms had to be refurnished. When Aidan came along 14 years ago, my wife would point out decor in the Pottery Barn catalogue and my reaction would always be the same. “That would look great in his room. How much? $75? Nope, try $350. But it’s just a canvass with a baseball picture on it. Put it on the shelves in Walmart and it would go for $35. When Ainsley came along 10 years ago, my wife would point out decor in the Pottery Barn catalogue and my reaction would always be the same. “That would look great in her room. How much? $75? Nope, try $350. When Declan came along nine years ago is when I finally got smart. Now when my wife shows me an item or starts talking about one my reaction is always the same. “If it’s from Pottery Barn you can forget about it.” I now know it is not your typical barn sale, rather every piece is valued like it was created by Auguste Rodin and placed in a gallery. Sound Transit has been caught Pottery Barn-ing. OK, I really hope that phrase does not catch on ... you did not read it here first. Motorists in the state of Washington pay a car tab, and that tax has been volatile over the years. Car values determine car tabs, and apparently Sound Transit did not go by Kelley Blue Book numbers. Instead, the agency was using another formula, and people were complaining that their cars were being over-valued. Sound Transit is in the midst of a huge expansion, one that is truly revolutionary. Commuters in Seattle and the surrounding areas have had to depend on a transit system that was worth Walmart prices. It was small and hardly recognizable. Officials set out to change all that, and what is developing in the Emerald City is a system that matters, a system that could be ranked in the top of all systems in the country. Voters approved a $54 billion Sound Transit package a few years ago, and that is when car tabs began to skyrocket.
Tim Eyman was not fooled about how it would look against the Seattle skyline. Eyman had challenged car tabs before, so he certainly was going to challenge car tabs now. He put Initiative 976 on the ballot, a measure that caps car tabs at $30. When I first learned of the movement I thought for sure I-976 would get soundly defeated. I mean, come on, millennials are now flooding the streets and working 9-to-5 jobs, and they love their public transit. On the night of Nov. 5, voters told officials they could forget about it. Initiative 976 was approved, and now the state of Washington, at least on the transit side, is in full panic mode. Billions of dollars are now being stripped from the Sound Transit budget. Gov. Jay Inslee has told the Washington State Department of Transportation to postpone projects currently not in the ground. The passage of I-976 will eliminate more than $4 billion in tax revenue by 2025. The state of Washington is now moving forward without the billions of dollars and lawmakers are now trying to salvage what they can. I think the Sound Transit expansion is badly needed, and the project is indeed one for the ages. My guess is I-976 will be challenged in the courts, so all is not lost ... yet. It also appears Sound Transit got a little too greedy with car tabs, but it can’t stop now. Taxpayers will be on the hook for the total cost, it just may come in another language. No matter what the price, I would like to think the reaction would be the same from taxpayers when the Sound Transit project is up and running at full speed again: “Yes, that will look great.”
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. Non-qualified subscriptions 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 2019. All rights reserved. Contents may not be reproduced without permission. For reprint information contact: PARS International Corp., 102 W 38th St., 6th Floor, New York, N.Y. 10018 Phone (212) 221-9595 Fax (212) 221-9195. For subscriptions and address changes, Please call (US Only) 1-800-553-8878 (CANADA/INTL) 1-319-364-6167, Fax 1-319-364-4278, e-mail rtands@stamats.com or write to: Railway Track & Structures, Simmons-Boardman Publ. Corp, PO Box 1407, Cedar Rapids, IA. 52406-1407. POSTMASTER: Send address changes to Railway Track & Structures, PO Box 1407, Cedar Rapids, IA. 52406-1407.
December 2019 // Railway Track & Structures 3
Streamlining
4 Railway Track & Structures // December 2019
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Streamlining
BACK AT full
strength Photo Crediit: Norfolk Southern
Crews rebuilt a rail bridge that was taken out of commission due to flooding in Brunswick, Mo. This photo shows the first Norfolk Southern train to cross the new span.
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. Photos must be no more than a month old.
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December 2019 // Railway Track & Structures 5
TTCI r&D
Revenue Service Testing Program Update TTCI project allows the railroads to objectively evaluate effects of heavy axle load traffic, cold weather on track Megan Brice, Senior Engineer I; Ananyo Banerjee, Principal Investigator I; and David Davis, Senior Scientist; Transportation Technology Center, Inc. (TTCI)
R
evenue service testing provides real-world testing conditions for track and bridge performance evaluations and maintenance practices that previously went through successful controlled testing at the Facility for Accelerated Service Testing (FAST) near Pueblo, Colo. Most railroads have continued the implementation of heavy axle load (HAL) operations using 286,000-lb gross weight vehicles. New technologies and track materials initially tested at FAST often require additional monitoring during implementation in revenue service. Under cold weather, a number of issues can significantly affect the safety and reliability of railroad operations, including: rail defect growth, frozen switches, thermal force issues for continuous welded rail (CWR), rail lubrication and friction control, change-of-track stiffness, remediation of frost heave locations, and effect of freeze/thaw on gage strength. This project allows the railroads to objectively evaluate the effects of HAL traffic and cold weather on track and bridge performance in revenue service conditions. Research focuses on topics that are best addressed in revenue service rather than FAST, including implementation monitoring. Overall technical direction is based on input received from the Infrastructure Systems Research Committee and Revenue Service Technical Advisory Panel (RSTAP). Cooperative funding between the Association of American Railroads, the Federal Railroad Administration, and Transport Canada accelerates work in this area.
6 Railway Track & Structures // December 2019
Figure 1. (Left) frog prototype No. 24 spring frog installed in 2018; (right) base case frog used as a control for this test.
Frog performance tests Currently used heavy point frogs may not be able to meet track safety standards for both guard face gage and guard check gage for higher track classes. This is due to the narrowed flangeways of the current heavy point frog designs. TTCI and two host railroads are conducting a series of tests of new heavy point frog designs in Kentucky and Illinois. The frog performance evaluation TTCI started in 2017 includes No. 24 spring rail frogs installed in track that carries high-
under cold weather, a number of issues can significantly affect safety and reliability. speed passenger trains in Illinois and No. 20 rail-bound manganese (RBM) frogs installed in track that carries freight trains in Kentucky. The frog performance tests are evaluating a mixture of the following variables depending on the actual test site: • Prototype heavy point frog design that meets all dimensional requirements for
• • • •
FRA track classes 5 and 6; Running surface profile designs; Frog heel designs; Platework and guard rail designs; New weld repair methods.
The prototype test frogs in Mclean, Ill., and Kings Mountain and Palm, Ky., have full 17⁄8 in. width flangeways throughout the frog point area. This modification is most advantageous for spring frogs, as the diverging route flangeway is closed by the (movable) spring wing for mainline traffic. Wear and deformation are determined by running surface profile measurements made on the frogs throughout the test timeframe. Additional observations on wear patterns and vehicle dynamics for trains going through the frogs are being made. Currently, used frog running surface profiles do not have enough allowance for hollow-worn wheel tread profiles. This results in the wing and point damage typically seen where the rail-wheel transition moves from wing to point. Premium heel designs and damping pads, thus far, have outperformed and improved the performance of standard heel designs. Newly installed frogs in Kentucky will evaluate a running surface profile design that provides for hollow-worn wheels to transition from frog wing to point with reduced dynamic impact loads. This is done by controlling the relative heights of the wings and point so that a wider range of wheel profiles can transition smoothly from one part of the frog to the other parts in going across flangeways. rtands.com
TTCI r&d
Rail performance tests TTCI is conducting an evaluation of highstrength (HS) rails on high curvature (11°) track that carries 41 MGT per year of 36-ton axle load traffic. This evaluation began in 2014. Five manufacturers provided rail for the HS rail test. One of the HS test curves has corrective rail grinding only as required, while the other test curve has preventive rail grinding twice per year. The corrective grinding was intended to correct serious rolling contact
significant gage wear was observed on an intermediate strength rail test that began in 2014. fatigue (RCF) while preventive grinding aimed to remove RCF as well as to re-profile the rail running surface to maintain a desirable wheel-rail interface. An intermediate strength (IS) rail test in a nearby location also began in 2014. The IS rail test is on a curve with gage face and top-of-rail (TOR) lubrication and has preventive grinding twice a year. Spalling has been severe on the low rail in between grinds for all rail types while the high rail has shown widespread gage face and gage corner RCF. Significant gage wear was observed, although gage face and TOR lubrication were active on all three rail test curves. Rail wear has been comparable among rail types in each of the test curves. The high rails in the IS test curve will be removed by the end of 2019, due to significant gage wear. The high rail of the HS rail curve with corrective grinding was previously removed at 181 MGT. The HS rail curve with preventive grinding has both high and low rails still in track. RCF on gage face and gage corner have developed on the high rails of all rail types in both curves. Figure 3 shows the gage corner cracking on an IS high rail and gage face pitting and RCF on a HS high rail. rtands.com
Figure 2. Frog prototype No. 20 rail bound manganese frogs installed in 2018 in Kentucky.
Figure 3. (a) Gage corner cracks on intermediate strength high rail and (b) Gage face pitting and RCF on high strength high rail.
At the second revenue service rail test location, approximately 120-140 MGT of traffic is accumulated annually from 36-ton axle loads with operating speeds ranging between 40 and 50 mph over almost flat grades. The rail test in this revenue service location started in fall 2013 with HS rails donated by four manufacturers. One curve selected as the control curve is equipped with gage face lubrication while the test curve has both gage face and TOR lubrication. Both curves have a curvature of 2° and are on a preventive grinding schedule. Through the end of 2018, these rails have accumulated 705 MGT. The amount of rail wear in both curves is similar despite the presence of TOR friction modifier located at the beginning of the test curve. Continued RCF growth on low rails led the test to
include preventive grinding twice per year on both curves. Since then grinding efforts have largely reduced the RCF. To date, both curves have accumulated approximately 770 MGT. At a third revenue service rail test location, a HS rail test began in 2015 and is located on single main track that typically accumulates 55 MGT of traffic per year. Five rail manufacturers provided rails for the 5° test curve which has gage face lubrication. The curve has preventive grinding one to two times per year. At the beginning of the rail test in this cold weather location, moderate-to-severe RCF developed in the test curve on both high and low rails. Investigation determined the cause to be inadequate lubrication. Minor RCF that developed throughout the test was removed during preventive grinding. Both rails in December 2019 // Railway Track & Structures 7
TTCI r&D
the test curve have accumulated approximately 215 MGT. Summary All revenue service testing described in this report will continue to be monitored. Frog performance tests to date have found that premium heel designs (bolted and welded) significantly outperform standard heel designs while damping pads (installed under platework) improve the performance of standard heel designs. All heavy point prototype frogs are still in track and performing well in all locations. The HS and IS rail tests at FAST and the revenue service sites provide valuable insight to the wear characteristics and fatigue resistance of the various rail types available to the North American railroads. The HS rail test in the first revenue service location has RCF developing on the low rails while significant gage corner RCF on the high rail and spalling on the low rail of the IS rail have been observed. The HS rail test at the second location in revenue service site has shown differences
in wear patterns on the high rails between the two test curves. The HS rail test at the third cold-weather revenue service site includes three rail types that have worn
The hs test at the third coldweather site includes rail types that have worn significantly less. significantly less than the others, but the test is still early for any definitive conclusions. The major goal of this rail testing program is to determine the rail wear and
RCF due to various curvatures and lubrication conditions. This research will continue to be conducted under the oversight and guidance of the Revenue Service Technical Advisory Panel. TTCI and the host railroads will continue to coordinate with each other concerning installation and implementation of experiments to be conducted in revenue service. The findings from these experiments are being implemented by the railroads in North America to help mitigate the adverse effects of HAL on track degradation and improve train operating safety. Acknowledgements TTCI would like to acknowledge Union Pacific Railroad, Norfolk Southern Railway, BNSF Railway, and Canadian National Railway for hosting the projects and for their unwavering support of the AAR’s Strategic Research Initiatives program. TTCI also would like to thank the Federal Railroad Administration for their collaborative support of these projects.
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Engineering trends
high rail profiles T his article, the first in a two-part series, presents how one railroad (Norfolk Southern) defines an adverse high rail profile, describes the consequences of such a profile, and explains how this type of profile is created. Part 2, which will appear in an early 2020 issue of RT&S, will describe how Norfolk Southern developed an adverse profile grinding strategy. A rail’s profile, considered together with the orientation (cant) of the rail, track gage and wheel profiles, determines the 10 Railway Track & Structures // December 2019
location of wheel contact. This contact has consequences for wheelset steering and the wheel/rail creep and lateral forces that develop. Ultimately, a rail profile can affect rail stability. A rail profile can be described as “adverse” when its shape results in undesirable wheel contact—the type of contact that generates higher creep and lateral forces. Most often, an adverse high rail profile is characterized by field-side wheel contact. What is an adverse high rail profile?
Norfolk Southern uses two parameters to describe the profile, or shape, of a high rail. B/H (base/head) ratio and head slope are illustrated in Figure 1. Both parameters are measures of rail stability, or resistance to rail roll-over. Norfolk Southern identifies a high rail profile as adverse when B/H is below 0.35 and head slope is over 5°. The lower the B/H ratio, the closer the high point is to the field side of the rail head. (New 136RE rail, with its high point at the center of the rail, has a B/H of 0.41.) The higher the head slope, the rtands.com
Photo Credit: David C. Lester
ADVERSE
Engineering Trends
Figure 1: A worn high rail illustrating B/H ratio and head slope. B/H is the ratio that includes H, the height of the rail at its highest point, and B, the horizontal distance between that high point and the field edge of the base. Head slope is the angle between horizontal and a line defined by two points ½ in. on either side of rail centerline.
Figure 2: A cutout from an NS rail-wear graph showing the high rail of a 5.4° curve with 6/16-in. side wear (the graph actually shows 2/16-in. residual, or remaining, width), 0.34 B/H, 8° head slope, and 1° outward cant. One of these parameters—the 8° head slope—is a strong predictor of fieldside wheel contact.
Research and testing are keys for evaluating rail profiles By Brad Kerchof
greater the population of wheels that will make contact toward the field side. Rails with low B/H and high head slope typically have significant side wear. All three of these characteristics—low B/H, high head slope and significant side wear—tend to trend together. Figures 2 and 3 compare the wear graph of a high rail with a photo showing wheel contact. Why is an adverse rail profile a problem? An adverse high rail profile is undesirable for rtands.com
Figure 3: A photo of the high rail whose graph is shown in Figure 2. The primary wheel contact band is on the field third of the head (between the red lines).
two reasons. The first is related to rail stability. As wheel contact moves from gage side to field side, the resultant wheel/rail force, which is a combination of vertical and lateral wheel loading, also moves toward the field side. A resultant force that passes through the base (Figure 4) is considered stable—the resultant will not tend to roll an unrestrained rail. But a resultant force that is directed outside of the field edge of the base (Figure 5) is considered to be unstable—the resultant will tend to roll an unrestrained rail. The second disadvantage of an adverse profile is related to axle steering. We want wheels running on the gage side of the high rail in order to take advantage of the larger rolling radius found near the flange. This contact promotes favorable axle steering—the high side wheel rolls further in one
revolution than the low side wheel (a desirable outcome, given the high rail is longer than the low rail). Wheels running on a high rail with an adverse profile, on the other hand, are more likely to make contact toward the field side, at a point of smaller rolling radius. A smaller rolling radius differential between high and low wheels will result in a higher angle of attack—the angle between axle and curve radius—and will tend to steer the lead axle more toward the high rail. A higher angle of attack increases lateral force, which affects both the size and the direction of the resultant wheel/rail force. For a given vertical wheel load, a higher lateral force increases both rolling resistance and the tendency to roll the rail. Figure 6 shows several examples of high rail profiles involved in rail rollover derailments on Norfolk Southern between 2002 and 2011. While these rails have varying amounts of gage-face wear, they all have a low B/H ratio and a head slope between 5° and 7°. All had a history 2° to 3° of outward cant, December 2019 // Railway Track & Structures 11
Engineering trends
Figure 7: Tread contact moves from a desirable gage-to-center position to the field side.
Figure 4: Wheel/rail force diagram with resultant of lateral and vertical forces directed inside the rail base. This is a stable condition— the rail will not tend to roll.
Figure 5: Wheel/rail force diagram with resultant of lateral and vertical forces directed outside the rail base. This is an unstable condition—an unrestrained rail will tend to roll outward. The magnitude of the lateral force influences the magnitude and direction of the resultant force. The lateral force in Figure 5 is shown to be greater than in Figure 4 because of the field-side wheel contact.
and, in most cases, the derailment occurred shortly after a gaging or tie job set the high rail upright to 0° (1:40 inwared) cant. This trackwork effectively rotated the field side of
the running surface upward, making what was a shallow head slope several degrees steeper. The result of this rotation on wheelrail contact is similar to what is shown in
How does an adverse high rail profile develop? Adverse high rail profiles develop primarily because of grinding, specifically how the grinding template is applied to canted rail and to curve-worn rail. Loram Maintenance-of-Way, Norfolk Southern’s grinding contractor, applies the template to an actual rail profile by aligning two points: one on the gage corner, typically at 45°, and the second at the center of the rail. (The deviation between the template and the rail at these two points is therefore zero.) The template can be shifted laterally and vertically, but it cannot be rotated, for this alignment. The primary reason for adverse high rail profiles is canted rail, because the template process does not take into account rail orientation. Loram’s process assumes that the rail is upright (0° cant) and aligns the template using the two points described above. The result is a grind plan that is appropriate for the rail at its canted orientation. Figure 8 shows a high rail with 3° of cant due to tie plate cutting. Figure 9 shows the template applied to a rail with 3° of cant. Note that field side is already low, relative to the template. But the gage side is high, relative to the template. Minimal metal will be removed from the field side, while significant metal will be removed from the gage side. This will create an adverse rail profile when the rail is reoriented to 0° cant by gaging or tie
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Engineering Trends
Figure 6: Five high rail profiles that were involved in rail roll-over derailments on Norfolk Southern. They are aligned on their field faces with a new 136RE profile at a standard 1:40 inward cant.
Figure 8: A high rail with 3° of outward cant due to plate-cut ties.
replacement. What had been a low field side will suddenly become a high field side, and wheel contact on the field side will increase significantly (Figure 10). The question is sometimes asked, why can’t the template be rotated to match the orientation of a canted rail? Cant typically varies through a curve. While rotating the template to match a constantly changing cant might be possible using a computer program, rotating the grinding motors to match a rotating template is not practical. The second reason for adverse high rail profiles is gage-face wear. The template for 136EQ rails is designed for rail that is nominally 3 in. wide. The tail of the template minimizes field-side wheel contact by grinding the field side lower than the rail center. For a rail with significant side wear, however, the tail is shifted off the rail head, resulting in less field-side relief (Figure 11).
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Figure 7: An example of adverse contact caused by a curve-worn rail and a 3.5-mm hollowworn wheel. The wheel flange is riding the gage corner while the tread is riding the field corner (extreme two-point contact). Hollowworn treads are more likely to make field-side contact.
Figure 9: A curve-worn high rail with 3° outward cant (brown profile) and Loram’s grinding template (red profile). The template calls for significant grinding on the gage side (blue arrow) but no grinding on the field side (green arrow).
December 2019 // Railway Track & Structures 13
Engineering trends
Figure 10: Wheel/rail contact diagrams. Left—On a rail with 3° cant, a new wheel runs on the gage corner. Right—On the same rail with 0° cant, a new wheel runs toward the field side.
Figure 11: A curve-worn rail with template applied. As side wear increases, the template is shifted further to NS theis left, the tail How dealingcausing with adverse high rail profiles will be the subject of Part 2, appearof the template (blue ing in the February 2020 issue of RT&S. circle) to shift beyond the field corner. Kerchof is the former Director of Research & Figure 11: A curve-worn rail with template applied. As side wear increases, the template is shifted further to the left, causing the tail of the template (blue circle) to shift beyond the field corner.
Tests at Norfolk Southern Railway.
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BEST PRACTICE: UAVs
WHAT IF? Norfolk Southern develops effective UAV program, but it did not happen without some trial and error By Matt Williams, P.E., PMP, and Michael Allen, Contributing Authors
Photo Credit: Norfolk Southern
A
s the rail industry continues its drive towards lower operating costs, engineering departments are looking at ways to provide more bang for the buck. At Norfolk Southern Railway, the Engineering Department is tackling this challenge by applying technology to improve existing processes. They targeted one crucial process in particular, the infrastructure design process, and explored opportunities to use “new” technological resources to reduce the time and financial resource requirements traditionally required. The following is the NS story. rtands.com
The entire program started out as a “what if?” What if we could use lower-cost UAVs (drones) to take perspective shots of troubling project areas, and share them with our project team in the office? That would more than pay for itself, cut some travel costs and provide additional situation awareness that could make the difference in detailed portions of the design. Our next thought was then, “what if these photos can be stitched together to get an updated Google Earth aerial, or mosaic, for the project?” With that, the 50+ designers and project partners on our team can
obtain an even better situational awareness of the entire area from their remote offices, even further cutting down our resource allocations. Well, that’s getting a little more advanced. And finally, what if this big mosaic can add a third dimension–elevations? Elevations that we could use to ultimately design and build an entire 5-mile-long project off of, and be confident in doing so. That was the challenge. After doing some research, we found that our thoughts were not novel. As we looked into the idea further, we found other industries were experimenting and utilizing December 2019 // Railway Track & Structures 15
BEST PRACTICE: UAVs
Figure 1. Screenshot of Pix4D software, showing initial busts in photogrammetry data without a defined plan.
drones to derive elevation (design) data through photogrammetry software. That’s when our mission became clear: To find out if we could generate 5 miles of survey grade data, and then use the data to prepare construction drawings, with just our entrylevel drones and photogrammetry software. And then our journey started. As we got our field UAV team together to fly our linear test project, the only prerequisites were a commercial drone license (Part 107) and the desire to figure out something new. The linear project was approximately 5 miles in total length, and posed several challenges: • Approximately 30 percent of the project was wooded; • Large variations in terrain elevation across the project; • Rivers, creeks, and potential wetlands bounded our project from all sides; • Replacement of a single span bridge to accommodate another parallel track; and • Replacement or extension of more than 20 culverts. All of the challenges, we would learn, would test the limits of photogrammetry, our wits, and sometimes our patience. 16 Railway Track & Structures // December 2019
Experiencing growing pains Starting out our ambitious first f light, we wanted to maximize our results. We were going to f ly the least amount of total f lights and cover the largest amount of area. We thought that if we could f ly the entire project, the photogrammetry software would use its magical computer vision algorithms to make it work for us. And not only would the magical software mesh everything together, but it would give us survey-grade data in 5 percent of the time of a traditional survey, revolutionizing our infrastructure design process. Well, when we started processing the data of that first flight, we found out we were wrong. After spending several days trying to make the software make sense of the photos, we ended up with an unusable result. Data points that should be in the same vicinity were up to 36.5 ft apart horizontally, and up to 80 ft off vertically. The existing track seemed to be ramping up into the heavens in some areas for no apparent reason. In the end, over 50 percent of the pictures that the drone took were unusable. This was not going to work.
A second chance The one great thing we had going for us was that we had a great team. One of those great team members is Michael Allen, who has over 25 years of survey experience in the field, and used that experience to guide how we would get better results the next time. Based on his experience and online research, he developed a plan for our next attempt that we stuck to while out in the field. That plan worked a lot better. After the second attempt, we realized survey grade accuracy (0.15 ft variance from traditional GPS/total station survey) within 25 ft of the existing rail, as well as for the track centerline. In light vegetation, results were not as favorable, being about 0.3 ft off from the traditional survey on average. But in dense vegetation we experienced our worst results, with an average variance of 6.8 ft from traditional survey data. Although we were not able to get surveygrade data across the entire project, our revised strategy ended up giving us much more accurate data and gave us best practices to go by on future projects. Six to follow After looking back at our hard-earned rtands.com
BEST PRACTICE: UAVs
lessons, we developed six rules to follow on UAV-derived photogrammetry projects. All of which we follow on our flights to this day. 1. Using multiple flight plans–As a rule of thumb, the more pictures for an area, the better. When the software has more pictures, it can see common points and items from different angles, and intelligently make decisions about what to include and exclude in the results. 2. Use both oblique and NADIR camera angles–The more angles the software has of a single point, the more intelligently it can refine the xyz coordinates of it. Using two camera angles per flight area, and a double-grid pattern for each mission, provides the additional data the software needs for the computer vision algorithms to work. 3. Set five (5) Ground Control Points (GCPs) per flight envelope—We learned the photogrammetry software could better stitch together all images of a flight if there are two GCPs at the beginning, one in the middle, and two at the end. See Figure 2 above. 4. Overlap the flight envelopes—The
Figure 2. Suggested overlap pattern and Ground Control Point (GCP) spacing for photogrammetry flights on linear projects.
two GCPs at the end (from rule No. 3) are included in the overlap of the next mission. This provides hard-coordinate xyz commonality between separate flights. We like to have at least a 10-15 percent overlap between missions. 5. Overfly the desired survey area—Flight plans were usually flown at least 60 ft to 100 ft beyond the desired survey area. This mitigates the stretch and warp common at the edges of a photogrammetric-based
3-D model, and ensures we get all of the data we need. 6. Invest more time in manually processing data—By investing the time to manually filter out the bad data from good data, there is ultimately a better and more accurate end product that can be provided to design engineers. Even more importantly, we learned what does not work well when attempting to
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BEST PRACTICE: UAVs
derive survey-grade data from UAVs: • Do not try to map areas with heavy vegetation and hilly terrain—The randomness of heavily vegetated areas and lack of key point matches makes creating an accurate 3-D model nearly impossible. With no common reference points, the software will exclude these images from the initial processing stage, creating large gaps in the data. • Do not place GCPs in areas with a medium to heavy vegetation canopy— If the camera can’t clearly see a GCP, it can’t use it. It is better to select flat, nonvegetated areas for GCPs, which gives the photogrammetry software more confidence during processing. • Do not fly too high—Flying projects 300 ft to 400 ft above ground level is faster due to fewer images having to be taken, but fewer images are taken overall. And those images that are taken are less detailed, and produce lower quality data for processing. • Do not have a low-powered computer—Without software-recommended computer specs, the processing
18 Railway Track & Structures // December 2019
time may cancel out the time savings of photogrammetry that would be otherwise realized. Our project required 20 GB of hard drive space per mile.
the pilot and observers can be situated “in the clear” for the entirety of the survey. This is a big financial and safety benefit over traditional methods, as it allows uninterrupted train operations and avoids costly wait times when the two- to three-person survey crews wait on track protection.
the randomness of heavily vegetated areas and lack of key point matches makes creating an accurate 3-d model nearly impossible.
Lower labor and equipment costs Overall, deliverables for the UAV-derived photogrammetry required almost 1/3 of the man-hours it would take to complete with traditional methods, at around 1/2 the equipment costs. One important caveat is that the UAV-derived photogrammetry data was not reliable for areas with medium to heavy tree canopies, which the traditional survey was able to collect. In less than ideal terrain, those savings with photogrammetry are somewhat misleading.
What they can deliver No track time needed To collect survey data within the foul of the track, traditional surveys utilizing GPS and/or multi-station setups require track protection to complete. With UAV-based data collection,
A more detailed representation of existing topography changes With traditional surveying methods, terrain is surveyed in a 50-ft x 50-ft grid or 100-ft x 100-ft grid pattern, along with ridgelines, major grade changes, etc. This
“
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BEST PRACTICE: UAVs
generates a minimum of four points, along with anywhere from five to 20 points to account for those features. With UAV-derived photogrammetry methods, the software processes the aerial imagery and generates anywhere from 2,000 to 4,000 data points within that same area. Providing more than 100 times the amount of data, UAV-derived photogrammetry is much more “sensitive” to changes in topography. Several benefits that could be realized from a higher density of data are: • More precisely developing earthwork quantities, aiding in tighter project budgeting; • Obtaining exact critical structural catch points over large projects; • Providing attractive and detailed media for planning and presentations; • Potentially more agreeable pay item quantities if the project is flown with UAV photogrammetry throughout the different phases of construction. In the end, the current capabilities of UAV-derived photogrammetry data are
very impressive in the right circumstances, and when properly planned. Tremendous quantities of data can now be derived from photographs that would just be used for presentations or visual reference in the past. However, traditional surveying methods are still needed on areas where UAVs cannot adequately capture the necessary information. If the camera cannot see the point (and preferably from multiple angles), you won’t get good data. LiDAR, another technology for aerial surveying, is available for those situations, but is substantially more expensive at this time. When properly planned, a linear infrastructure project using an optimal balance of photogrammetry technology and traditional surveying techniques can generate a complete representation of the project site at a fraction of traditional surveying costs, and in much less time. In the future, our team believes that with better computer-vision algorithms and a more user-friendly interface, photogrammetry can provide project owners a comprehensive design-grade representation of existing site conditions at earlier stages of
capital-intensive projects. This can provide a more confident estimation of project costs, and will likely lead to higher ROIs for owners. Additionally, construction contractors and vendors supporting those projects can utilize the data to substantiate and be more confident in the design, intermediate, and as-built quantities that they provide to project owners. Special thanks to the NSR D&C Department, and our valuable Engineering Service Provider team members. Everyone on the team made this possible. Use cases for photogrammetry go far beyond infrastructure design, which could lead to more efficient operations and safety improvements across railroad engineering and maintenance. If you are looking to exchange ideas or collaborate on this new frontier, feel free to reach out to Matt Williams (matthew. williams3@nscorp.com) and/or Michael Allen (Michael.allen4@nscorp.com) in Norfolk Southern’s Design and Construction Department.
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December 2019 // Railway Track & Structures 19
Friction Management
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A Daily Challenge
20 Railway Track & Structures // December 2019
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Friction Management
M
aximizing rail life has always been a challenge for railroad engineering departments. Proper rail wear management requires a well-orchestrated profile grinding program, as well as daily management of friction. Proper friction management improves wheel/rail interaction, reduces noise, saves fuel, and extends rail and wheel service life. The crucial part of managing friction is the use of lubricants, also known as friction modifiers. Lubrication minimizes lateralforce friction between the wheel flange and the gauge face, while top-of-rail (TOR) friction modifiers are used to control forces generated between the wheel tread and the top of the rail, particularly on the low rail in curves. Specially formulated lubricants are used on the gauge face of the rail, while TOR friction management products are available in several forms.
The role of friction management in optimizing the wheel/rail interface
Photo Credit: L.B. Foster
By David C. Lester, Managing Editor
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Orgo-Thermit, Inc. Orgo-Thermit, Inc., has introduced TrackSafe Lube, an automated lubrication system designed by the Goldschmidt-Thermit Group. The company has installed systems on various transits and spurs since 2016. “With the demands for reduction of rail and wheel wear, quieter ride and comfortability, transits have gained the most benefit out of our system. Due to its size and flexibility, it can be applied to almost any rail situation. To date, we have installed lubricators on main lines, elevated structures, dispatch yards, tunnels and spurs,� said GeorgeAnne Tutunjian, director of Business Development at Orgo-Thermit. The solar-powered gauge face lubrication system has the capability of being connected to the grid and can pump almost all market available greases, including those with metal powder. Orgo-Thermit says the eight-gallon grease tank can accommodate a minimum of 500,000 axles. A sensor mounted on the field side of the rail sends a signal to the control unit, which then dispenses a uniform and precise dosage of grease on the gauge face of the rail. This feature can be controlled entirely by the client and adjusted via Bluetooth for quick adaptions to changes in service. The company says its manifold guarantees the grease is distributed evenly among the grease bars to ensure sufficient distribution while significantly reducing waste. “Technology advancements and increasing efficiency have been driving the demand for our units. The TrackSafe December 2019 // Railway Track & Structures 21
Friction Management
Whitmore rail offers a TOR friction modifier, TOR Armor, good for heavy-haul freights and lateral force reduction on curves.
Lube establishes a cellular connection and transmits a daily status report of the unit, including the voltage level of the back-up battery, the axle count, the level of grease in the tank, and whether the cabinet has been accessed in the past 24 hours. This data has proven to be beneficial to users and will give them the important information they need without them having to physically access the unit in the field,” explained Tutunjian.
Loram Vendors offer different types of friction modifier “mixes” to meet specific customer needs. For example, Loram provides three kinds of TOR friction modifiers. Their product labeled TOR-WB (water-based) is a 100 percent water-based organic friction modifier. They also offer a product labeled TOR-H2OX, which is a hybrid of water-based and synthetic modifiers. And, Loram also offers TOR-Xtend, a synthetic friction modifier. When choosing a given modifier, knowing the “carry distance” (i.e., the distance from the point of application to the end of the friction modifier’s spread) is essential to determining how often the material will need an application from locomotive-mounted equipment or the distance between wayside application equipment. The Loram products mentioned above, for example, have the following carry distances: TOR-WB, up to approximately 4 miles, TOR-H2OX between 4 and 6 miles, and TOR-Xtend, up to 6 miles. Rounding out the group of Loram friction management products is gauge face grease called EcoCurve Heavy Haul Grease. This product adheres well to the gauge face even under harsh conditions with heavy traffic, which reduces runoff into the soil. Further, this product is made with 75-90 percent renewable material and does not contain heavy metals or toxic additives.
Photo Credit: Whitmore Rail
L.B. Foster Company According to L.B. Foster Company, friction management has become an accepted best practice in the global heavy-haul market. L.B. Foster’s John Cotter, general manager, North America, points out that benefits of an effective friction management program accumulate as higher program uptime is achieved: “For example, one study of
actual industry practice suggests that at 85 percent system uptime, every $1 that is spent on a friction management program returns $3.80 in benefits. But our customers face many potential challenges in achieving that high effective program uptime. Those challenges include maintenance and management of large numbers of trackside units, limited track time, as well as overall equipment reliability. So, L.B. Foster has concentrated efforts toward working on ways to increase the service life of critical equipment as well as focus on additional equipment and consumable functionality that can help mitigate program downtime and reduce our customer’s total cost of ownership.” L.B. Foster reports that it has introduced several new products over the past year. Its latest wayside unit, Protector X, has
been redesigned to mitigate grease cavitation, as well as extend the refilling interval. The company will also be rolling out a new Web-accessible remote system-monitoring platform that provides improved analytics and reporting, which will reduce program downtime.
22 Railway Track & Structures // December 2019
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Friction Management
Photo Credit: Whitmore Rail
Whitmore Rail Whitmore Rail recently introduced its rail sticks, Whitmore TSFM - Tread Stick Friction Modifier and Whitmore FSL Flange Stick Lubricant. During normal rolling, TSFM - Tread Stick Friction Modifier acts as a lubricant. However, when wheel creep occurs, the sliding friction immediately converts to “positive friction,� reaching a friction level of approximately 0.18 - 0.42 between the wheel tread and top of rail. This consequently controls the creep condition and returns the wheels to a healthy rolling motion. The result is a substantial reduction in creep forces, which reduces corrugations and high-frequency squealing. During normal rolling, FSL - Flange Stick Lubricant transfers from the wheel f lange to the gauge face/corner and lubricates both surfaces. It reduces the coefficient of friction to as low as 0.10. The result is a substantial reduction in wear on the gauge face, gauge corner, and the wheel f lange. FSL - Flange Stick Lubricant can be utilized alone or on a dual bracket with the TSFM - Tread Stick Friction Modifier. Both products have a standard consumption of approximately 1 in. per 1,500 miles and are typically applied with spring-loaded applicators that prevent cross-contamination. In addition, Whitmore Rail offers proven Rail Curve and Switch Plate Lubricants, such as RailArmor and BioSwitch, designed to reduce wheel flange and rail wear, extend rail and wheel life, and decrease fuel consumption and wheel squeal. While its revolutionary Friction Modifier, TOR Armor, continues to substantially reduce noise, wear and lateral forces. Wayside applicators are available in several different forms. For example, Whitmore offers electric and mechanical friction management applicators. Their mechanical units have a small cylindrical reservoir that comes in various sizes and are used primarily by industrial tracks and short lines where rail traffic is only one or two trains a day. This applicator works by a spring-backed piston that delivers constant pressure to the rail pumps mounted on the rail. The rail pump is a valve-type mechanism that has a plunger the train wheel depresses, allowing grease to flow to the applicator bars mounted on the rail. The electric units, called Accutrack, are available with reservoir sizes of 200, 400, and 800 lb. The 800- and 400-lb units are used mostly on Class 1 and short line freight railroads where available space along the right-of-way is not an issue. The 200-lb unit is aimed toward transit systems where there is limited space to place a wayside unit. Applicator units are available with different power inputs, including solar, AC, wind turbine, or a combination of solar and wind, for charging the 12-volt power source the unit relies on to operate. The Accutrack unit can accommodate a TPR bar for applying friction modifiers, and these units also are available with remote monitoring.
Whitmore Rail lubrication sticks.
MPL Innovations During the past several years, MPL Innovations has focused on providing a more environmentally friendly option by developing a fully biodegradable and renewable stick. To accomplish this, MPL worked closely with the College of Engineering at Kansas State University to develop and test more than 200 different biopolymer formulations using plastics from manufacturers around the world. In addition to the plastics, oils also were investigated to determine which renewable bio-based oil provided the best benefits. The result of this effort is the NatureBlend formulation, which was developed and introduced to the rail industry in the form of injection-molded rtands.com
December 2019 // Railway Track & Structures 23
Friction Management
face technology has been used now for at least two decades, and the TOR product is ready for testing at a candidate railroad after extensive testing at TTCI. The gauge face solid stick material uses MPL’s patented NatureBlend formulation of biodegradable and renewable plastics as binders and vegetable oil to help provide lubrication, in addition to various extreme pressure additives. MPL’s stick product for top of rail is called TopStick, which also uses bioplastics as the binder material but uses a different combination of friction modifiers.
Loram provides three kinds of TOR friction modifiers.
interlocking sticks. The MPL locomotive-mounted applicator applies lubricant directly to the flange of the wheel at all times. This product is fed
into the wheel using a constant force spring so that any time the locomotive is moving, the product is being applied to the wheels and conditioning the rail. MPL’s gauge
Robolube At Railway Interchange 2019 in Minneapolis, Robolube hosted demonstrations of its advanced gauge face lubricator system. This system was tested at Transportation Technology Center, Inc. (TTCI) in Pueblo, Colo., in 2017-18, and the results of these trials led to improvements that were unveiled at RI. Among these is shifting from a hi-rail to a wayside application system. The dual beltdrive nozzle mechanism applies grease on an 8-ft section of the rail, with the lubricant
STAY IN GEAR WITH RAIL GROUP NEWS RAIL GROUP NEWS brings you a daily round-up of news stories from Railway Age, RT&S, and IRJ. This email newsletter offers North American and global news and analysis of the freight and passenger markets. From developments in rail technology, operations, and strategic planning to legislative issues and engineering news, we’ve got you covered.
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24 Railway Track & Structures // December 2019
Photo Credit: Loram
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Friction Management
applied directly to the rail head corner and in direct contact with the wheel flange, ensuring complete wheel coverage and that no lubricant is wasted. A typical lubrication cycle uses a little over an ounce of lubricant compared with 6-8 ounces on a conventional lubrication system. Power for the system is provided by a wayside unit, which includes a 15-gallon lubricant tank, a 6-gallon water tank, and a 3.5-kW water heater to melt ice and snow. A 7-kW Kohler LP engine provides power with batteries providing 1,200 hours of reserve power. The unit requires annual maintenance. The system is designed for main line track used by 60-80 trains per day, and Robolube is targeting application in the North American market. The solution is patented in the U.S. and Canada. Companies are investing in research and development for rail lubrication and friction management. Railroads that maintain a continuous program of friction
Robolube’s advanced gauge face lubricator system.
management will continue to see a return on their investment, and a reduction in the total cost of ownership. Moreover, with the adoption of new operating procedures, such as various forms of precision scheduled railroading, problems caused by poor friction management will be magnified significantly. Tighter
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schedules, longer trains, and other efficiencies that come with PSR can be lost if friction damage causes derailments and delays. The ripple effect will be felt throughout the railroad and recovery may take days, with lost revenue and mad customers. Clearly, a robust friction management program is a must.
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December 2019 // Railway Track & Structures 25
Switches/Hand-Held Tools
A ONE-TRACK
T
he switch market does not always object to riding a straight line. When the market is at least steady, business is good. Many manufacturers are using the steady claim when asked about current market conditions. “Switch machines continue to be a smart investment for rail operators,” Hitachi Rail told RT&S. “[They] are deemed to be an essential piece of equipment to address vital safety requirements for freight and passenger/metro rail service providers.” Strukton Rail North America says with railroads increasingly focused on a state-ofgood repair and network availability taking priority, condition-based maintenance is 26 Railway Track & Structures // December 2019
becoming more prevalent. “Condition-based maintenance can lead to significant efficiency gains,” Strukton Rail North America told RT&S. “Diagnostics are conducted continuously in real time or via near-time analytics schemes while the asset is in operation.” Switch manufacturer voestalpine Railway Systems Nortrak (vaRS Nortrak) sees a decline on the freight side due to a drop in traffic, but is looking at strong business in the transit industry. In fact, vaRS Nortrak is expecting as much as a 10 percent drop in freight business. Strukton Rail North America
POSS remotely monitors the condition of critical assets, such as switches, 24/7 and is designed to support day-to-day maintenance operations. It generates notifications when deviations occur and automatically sends out alarms/warnings when thresholds are exceeded. By using POSS, it is possible to implement smart maintenance strategies (from preventive to predictive). The benefits of POSS are instrumental to the safety, availability and efficiency of a rail network. POSS allows condition-based maintenance, where activities like inspections are only undertaken when necessary. Maintenance frequency can be reduced as a result, which leads to lower operating costs. rtands.com
Photo Credit: Focused Technology Solutions
markeT
Switches/Hand-Held Tools
Switch business remains steady moving into 2020
Photo Credit: Hitachi
By Bill Wilson, Editor-in-Chief
Certain failures can be predicted two weeks out. It has proven to be a powerful tool to support asset management, optimize maintenance and increase availability of the network. POSSOnline is a proprietary platform to display and analyze the data collected. It offers various levels of subscription. A more advanced subscription provides additional services, and some options are listed below: • An application for smart phones and tablets; • Real-time data feed and graphical display of switch movement (including high speed); rtands.com
• Unlimited users; • Threshold-setting modifications for optimization; • Trend analyses over time and asset performance reporting; • Room temperature, power input, UPS condition monitoring in bungalows/ cabinets; • Monitoring of level crossing movements combined with signaling information; • Distinguish signaling and mechanical failures; • Maintenance support algorithm; • Alarm and warning notification. Hitachi Rail Hitachi Rail STS’s M-23A, M-23B and M-3 Style Switch Machines are made in the U.S. Customers say the switch machines are reliable, rugged units. These switch machines are standard bearers designed for any installation where electric power is available. These devices have provided unsurpassed dependable service to the U.S.’s freight railroads and mass transit lines for decades. The M-23A and M-23B units have dual control features, including a hand-throw lever to permit operation by on-site trainmen or maintainers, as well as by remotecontrolled power. Standard and low-clearance M-3 Switch Machines are recommended for applications where there is seldom a need to manually operate the switch. Hitachi Rail STS manufactures these products in the U.S., with a variety of operating speeds, gear ratios and motor voltages. Among other options are heaters in the circuit controller (CC) or motor compartments (various wattages), CC without point detector latch, closed lock rod ports, fixed clutch slip setting at 14 or 20 amps, and aluminum exterior paint. These machines can be equipped with a Mechanical Circuit Controller (MCC) or an Intelligent Electronic Circuit Controller (IECC). The fully solid-state IECC eliminates the circuit-controller sensitivity degradation intrinsic to MCCs, and provides other maintenance and operating features not available with MCCs. The machine also may be equipped with an Electronic Biased Neutral Controller (EBNC) or a Motor Control Unit (MCU). The EBNC is used with ECC to enable direct control of the switch machine using a bipolar output of a vital logic controller such as the MicroLok II or the MicroLok Object Controller.
voestalpine Railway Systems Nortrak The voestalpine Railway Systems Nortrak (vaRS Nortrak) switch drive product lineup begins with RACOR manual switch stands consisting of different models for yards, main lines and different environmental conditions. The fully trailable RACOR 22 switch stand also forms the heart of the Automater yard power switch machine. Many North American streetcar operators have adopted the manual CSV-34 and dual-control CSV-24 switch machines because of their hurricane-proven submersible designs and suitability for in-street operation. For mainline operations of Class 1 freight railroads or transit agencies, the Unistar-HR switch machine offers full compliance with AREMA standards, a modular design that allows it to be mounted in a number of different track configurations, in addition to being completely submersible. As communication networks and back offices become more powerful to handle the increased amount of positive train control data being shared with the field, vaRS Nortrak believes that railways will be better positioned to analyze and act upon field information. This “digitalization” within the railways will allow them to accept data from the integrated condition monitoring modules available as options with the Unistar-HR and CSV-24 switch machines. The modules monitor motor current for every single throw and generate alerts when operations become degraded. Railways can prevent train delays by dispatching maintenance forces during regular working hours to make switch adjustments at identified locations. Vossloh North America The Vossloh Switch Point Slider system allows the points to move freely and independently while maintaining geometry of the rods to the switch machine. The counter-beveled sliders compensate for the taper of the switch point as it moves, thus eliminating inward and outward
Hitachi Rail STS’s M-23A, M23B and M-3 switch machines are made in the U.S. December 2019 // Railway Track & Structures 27
Switches/Hand-Held Tools
movement of the point detection and operating rods. The Vossloh Switch Point Slider has been designed with centering rollers to maintain the ideal geometry of the switch rods in relation to the switch machine while maintaining the intended switch point position while allowing the switch points to move freely and independently without negative impact to the switch operation. It also will alleviate the lateral loads and angles on the switch machine rods that are caused by the thermal expansion and contraction of the switch points. This will reduce wear on the internal components and reduce the likelihood of the point detector indicating out of correspondence when the switch is not actually gapped. It also will eliminate the switch rods and basket from binding on the head block ties. Alstom Alstom has introduced the next-generation Model 5R mainline switch machine. Co-designed with Class 1 railroads to
include “voice-of-the-customer” requirements, the heavy-duty, purely mechanical design provides reduced test-time benefits, a modular open architecture for simplified operator maintenance, multiple layout mounting options to drop into existing footprints, and delivers many overall improvements to address age-old technical issues. The Model 5R is paired with Alstom’s new analytics technology, Data Acquisition Unit and Wayside System Data Management Module, providing predictive failure analysis, alarm options, remote communications diagnostics, and local monitoring. The combination of these new technologies provides increased track availability, improved operational efficiency, and reduced opportunity for unplanned failures. Alstom has also released a new version of the Model 6 called the Model 6 HT, which has a 25 percent increase in hold force. This version is designed for use in yards that have gone to 144-lb rail and to welded heal blocks.
Hand-Held Tools Racine Railroad Products Racine Railroad Products has a number of product offerings in the hand-held tool market. The TraxMaxx drill accommodates all common rail sections in North America. The unit is equipped with a quick disconnect chuck that is compatible with a variety of cutters. The TraxMaxx is equipped with a Honda G35 four-cycle engine for plenty of torque power and reliability. The carry handle also doubles as a roll cage to protect the engine and its components. It is one of the most economical gas rail drills in the market. It also can be converted from gas to hydraulic with a conversion kit (sold separately). The TraxMaxx annular rail drill cutter now utilizes Tungsten carbide tips, doubling the yield of holes over traditional tool steel cutters for the same price. The Racine 1-in. Impact Wrench’s compact design allows the operator greater
DRILL MORE HOLES WITH CARBIDE Longer Tool Life and More Efficient Hole Production The RB35 rail drill from Trak-Star is designed for using the Carbide Tipped Twister Bits™. With a higher RPM, the RB35 takes full advantage of the carbide tooling for more efficient hole making and dramatically increased tool life in both standard and extremely hard rail. Includes an easy start 4 stroke Honda motor, high torque gearing, center balanced carrying handle, thru-the-tool pressurized coolant system, quill feed arbor, 10 point clamping and weighs only 45 lbs.
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28 Railway Track & Structures // December 2019
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Hougen Manufacturing, Inc./Trak-Star Hougen Manufacturing, Inc/Trak-Star introduces the new RB35 gas-powered rail drill and the new Carbide Tipped Twister Bits. The new rail drill turns at a higher rpm thus fully taking advantage of the carbide tooling for increased tool life. Incorporating engineering innovations that enhance drilling speed, refine ergonomics and improve ease of operation, the RB35 is the culmination of performanceoriented design. Among the features are a four-stroke Honda engine, a centrifugal clutch for idle and overload protection, built-in preventive maintenance protections, a unique quill feed spindle, a 10-point clamping system and a short stroke feed mechanism with an extended-length feed handle. The RB35 uses the new Carbide Twister Bit Rail Cutters, which are available in sizes from ¾ in. to 111 ⁄ 16 in. and 19 mm to 36 mm. These cutters feature brazed-in carbide tips which offer up to 2½ times the tool life in both standard and extremely hard rail when compared to HSS rail cutters. They
Racine’s Ultra Kut III Gas Rail Saw offers longer rail clamp arms.
also include the twist-in/twist-out mating shank that allows cutter changeovers to be completed in seconds, and without requiring tools. The Honda four-stroke engine means easier starting and cleaner fuel system components that require fewer adjustments and maintenance to provide maximum torque and power. To protect engine components, an Oil Alert feature prevents the motor from starting if engine
Photo Credit: Racine Railroad Products
flexibility in tighter work areas. Ergonomic handles give handhold positioning for either horizontal track bolts or working vertically for lag screws. An optional auger adapter is available for tie drilling applications. An assist handle and whip hoses can be orientated to operator preference. The unit produces up to 2,500 ft/lb of torque from the heavy-duty dual impact mechanism. A cast steel motor body and trigger are durable with no formed metal fabricated parts. The new Trak Jak is a simple and efficient design. It is one of the lightest hydraulic rail jacks in the market, with a 10-ton lifting capacity. It comes with a one-piece forged base for strength and stability, and an integrated hand pump and handle are included. The new Ultra Kut III Gas Rail Saw offers longer rail clamp arms that allows increased range of motion, making it more ergonomic for operator comfort. The cast aluminum wheel guard repels slag, lessening buildup. A heavy-duty filtration system allows for more cuts with less maintenance.
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December 2019 // Railway Track & Structures 29
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oil level is too low in the reservoir for safe operation. The engine also features an adjustable throttle to allow the motor to idle between drilling operations so there is no need to shut down and restart the unit for each hole. In addition, a centrifugal clutch stops cutter rotation while the engine is in idle mode, and, in the event of cutter overload, the clutch releases to protect the engine. The RB35 has high-torque gearing to prevent bog-down when drilling and requires less feed pressure to operate the drill. The quill feed arbor delivers a smooth feed throughout the cut. This helps to improve tool life and results in more accurate holes. The quill design arbor is complemented with a feed mechanism that requires a shorter feed stroke, thus only a single pull of the handle is needed to cut through a rail, and its longer length means operators can stand while drilling holes—there’s no need kneel. The feed handle, when not in use, lowers down and out of the way for compact transport while a carrying handle that center balances the drill and a weight of just over 45 lb provides ergonomic portability. Focused Technology Solutions Focused Technology Solutions, a Marmon/Berkshire Hathaway Company, has developed the SpikeEase, the first and only batteryoperated spike remover on the market.The SpikeEase is an investment in safety and productivity allowing for safer and faster spike removal. This tool increases production efficiency by eliminating two to four workers from the spike-pulling process, as pulling spikes is now just a one-person job. It’s able to remove a spike in as fast as three-to-five seconds, while boasting up to 400 spike pulls per battery charge. The SpikeEase weighs under 30 lb, offering a lightweight solution when compared to its competitors, whose products could weigh up to 70-90 lb heavier. Because of this, the tool has been noted for its ability to reduce injuries. Perhaps the most groundbreaking attribute of the SpikeEase is the elimination of both claw bars and hydraulics, making it one of the safest and environmentally friendly spike-removal tools on the market. There are no generators, no 50-ft-plus hydraulic hoses and no hazardous or dangerous fluids. This allows the SpikeEase to operate easily with zero setup time and allows it immediate access in remote areas, such as bridges and tunnels.
Third Rail Applications—Mag Cranes—Tie Cranes Photo Credit: voestalpine Railway Systems Nortrak
Track Boom—Attachments
voestalpine Railway Systems Nortrak’s Unistar-HR switch machine.
30 Railway Track & Structures // December 2019
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Message From The President
Edward D. Sparks, II, P.E. AREMA President
T
2019-2020
he most essential wheels in the progress of America.” That quote in weathered letters is part of an interesting metal mural that has graced the east entrance of the CSX headquarters building in Jacksonville, Fla., since it was built in 1959 by the Atlantic Coast Line Railroad. This is a bold statement that still resonates to this day. The bearings may have changed from friction to roller, but the basic genius of railroading is unchanged. What do I mean by that you ask? Let’s take a look. How can trains haul so much more than trucks and consume less fuel doing so? The same reason why it takes trains so much longer to stop than trucks. Friction or the lack thereof. For example, observe the rubber tire of your vehicle and take note of how much of the tire is in contact with the pavement, likely in the neighborhood of a square foot (144 sq in.). Now look at a steel wheel on a steel rail. That contact patch between the two is the size of a nickel (0.55 sq in.)! There are eight wheels on the typical rail car and a typical 18-wheeler truck has, you guessed it, 18 wheels. So a rail car has to overcome eight nickels worth of friction (4.38 sq in.) while a typical truck has 18 sq ft (2,592 sq in.) to overcome. It takes approximately 3.8 trucks to haul what a typical rail car does. Therefore, an equivalent amount of trucks has 9,849.60 sq in. to overcome. There are many other variables one could consider for a detailed analysis, primary among them the surface, whether pavement or rail and its resultant coefficient of friction, but the point remains. At 4.38 sq
32 Railway Track & Structures // December 2019
in. versus 9,849.60 sq in., railroads have a tremendous weight-efficiency advantage. Efficiency is key to survival in the marketplace. Maintaining that optimal wheel-torail interface is key to maximizing the fuel efficiency of train operations and maximizing the longevity of the track infrastructure. AREMA Committee 4 (Rail) dedicates its efforts to all things rail. They’ve given much thought and gathered much research to provide the best practices recommended to optimize the rail half of the rail-towheel relationship. If you’ve never done so, give Chapter 4 of the AREMA Manual for Railway Engineering a look. Therein lies a wealth of knowledge on the critical rail asset. Another critical element to rail service reliability is a properly functioning and maintained roadbed. It is quite literally the foundation of our industry. After a 20-year absence, I’m very pleased to say that AREMA is once again hosting the Railway Roadbed & Ballast Symposium Feb. 10-12 in Kansas City, Mo. This is sure to be an educational, value-adding event. Top experts from railway maintenance and research will bring you the latest on this important topic. You may be curious about the location and timing of this event.
Both were selected with the railroad front line supervisor in mind. Kansas City is on line for most major freight railroads, in the middle of North America, and has good access by air, highway and rail. February is after the fall peak and holiday season but before the spring thaw when track maintenance activity surges. So, plan to attend. Plan for your up-andcoming roadmasters, managers of track maintenance, track supervisors, etc., to attend. Contractors, consultants and those from academia will benefit as well. There is much to learn and you won’t regret this investment. AREMA continues to look for ways to further our mission of the development and advancement of both technical and practical knowledge and recommended practices pertaining to the design, construction and maintenance of railway infrastructure. You can and should be a part of it. Participate as an attendee and join a committee to work on a subject matter that best fits your interest. Both add value to both you and your organization. Last, but not least, remember that our AREMA Annual Conference and Expo is just nine short months away in Dallas, Texas. See you on the railroad.
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FYI
AREMA would like to wish you and your family a very happy and safe holiday season. BOOK YOUR 2020 EXHIBIT BOOTH NOW for the AREMA 2020 Annual Conference & Expo in Dallas, Texas, Sept. 13-16. For more information and to book your exhibit space, please contact Christy Thomas at cthomas@arema.org. Re-released after six years, order the NEW Third Edition of the Practical Guide to Railway Engineering. This expanded edition of fers in-depth coverage of railway fundamentals and ser ves as an excellent reference combining and consolidating the most useful information from a multitude of sources including:
AREMA manuals; Railway Engineering by W.W. Hay; Railway Curves and Earthwork by C. Frank Allen; regulatory and other agency sources. Order online now at www. arema.org or contact mbruins@arema.org for more details. Call for Entries for the 2020 Dr. William W. Hay Award for Excellence. The selection process for the 18th W.W. Hay Award has begun. Entries must be submitted by May 22, 2020. Please visit www.arema.org for more information. 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. Use code RAILCAREER to receive a discount. 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 a n d a re i n te re s te d i n exc h a n g i n g information with your peers in order to advance the railroad engineering industry. Not an AREMA member? Join today at www.arema.org
Not an AREMA Member? Join today at www.arema.org Follow Arema on Social Media:
Upcoming Committee Meetings JAN. 23-24
FEB. 19-20
APRil 23-24
Committee 8 - Concrete Structures and Foundations New Orleans, La.
Committee 7 - Timber Structures Jacksonville, Fla.
Committee 11 - Commuter & Intercity Rail Systems Los Angeles, Calif.
JAN. 28-29 Committee 10 - Structures, Maintenance & Construction Albuquerque, N.M. feb. 11 Committee 9 - Seismic Design for Railway Stuctures Spring, Texas feb. 12-13 Committee 1 - Roadway & Ballast Kansas City, Mo. FEB. 18-19 Committee 15 - Steel Structures Fort Worth, Texas
FEB. 21-22 Committee 24 - Education & Training Jacksonville, Fla. MARch 10-11 Committee 37 - Signal Systems San Diego, Calif. MARch 11-12 Committee 36 - Highway-Rail Grade Crossing Warning Systems San Diego, Calif. MARch 18-19 Committee 38 - Information, Defect Detection & Energy Systems Pittsburgh, Pa.
Committee 17 - High Speed Rail Systems Los Angeles, Calif. MAY 19-20 Committee 15 - Steel Structures Pueblo, Colo. JUNe 1 Committee 10 - Structures, Maintenance & Construction New York, N.Y. SEPT. 13 Committee 10 - Structures, Maintenance & Construction Dallas, Texas
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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December 2019 // Railway Track & Structures 33
Getting to know Committee 5’s Pat Halsted
Patrick A. Halsted AVP Freight Railroads, HDR Engineering, Committee 5—Track AREMA: Why did you decide to choose a career in railway engineering? HALSTED: I am a second-generation railroader so it came natural for me to follow in my father’s footsteps. It is unfortunate that most people do not understand the importance of railroads to the national economy and it is an exciting and rewarding career. Railroad engineering involves a wide variety of aspects thus making the diversity of the work challenging which is something I fully embrace. AREMA: How did you get started? HALSTED: I started as a field laborer in the signal construction area in the railroad mecca known as North Platte, Neb. This boots-on-the-ground experience was invaluable as it consistently plays a part in my current decision-making process in how best to design and construct various railroad projects. AREMA: How did you get involved in AREMA and your committee? HALSTED: One of my mentors, David Peterson, encouraged me to join AREMA Committee 5 as he felt it would be a rewarding opportunity for me to give back to the industry and help me grow and develop personally. He certainly was not wrong as AREMA has provided me a wonderful professional working network that I cherish. AREMA: Outside of your job and the hard work you put into AREMA, what are your hobbies? HALSTED: I am an avid sports fan and I have coached my sons in various sports. Additionally, I try to play tennis at least once a week. When not involved in sports, 34 Railway Track & Structures // December 2019
I enjoy camping with my family along with frequent trips to the Lake of the Ozarks in Missouri. AREMA: Tell us about your family. HALSTED: I have been married to my best friend Shannon for 18 wonderful years. As most railroaders can attest it takes a strong relationship and an understanding spouse to support a demanding career in the rail industry. We have two sons, Jonas who is a freshman this year, and Seth who is in seventh grade. They are very active in various activities and it unfortunately seems like the time continues to fly by as they grow up way too fast. AREMA: If you could share one interesting fact about yourself with the readers of RT&S, what would it be? HALSTED: One of my distant relatives, Melvin Halsted, who is considered the founder of the town of Lowell, Ind., was instrumental in bringing the Monon Railroad to his town thus allowing it to flourish and prosper. I can truly say railroading is in my blood. AREMA: What is your biggest achievement? My biggest personal achievement is being happily married and raising two wonderful young men. Professionally, I have had the fortunate opportunity to be a part of several monumental railroad projects. There is nothing more rewarding than taking a design vision from a plan set and physically constructing that vision into reality, then witnessing first-hand the benefits of the projects. AREMA: What advice would you give to someone who is trying to pursue a career in the railway industry? HALSTED: The only constant in the rail industry is change. It is important to be flexible and adaptable by taking on any change that may be presented. It is human nature to avoid change although it is vital to embrace it with a positive attitude; otherwise it will consume you. The other key piece of advice is to always look for opportunities to give back to the industry. This can be as simple as actively participating in a professional organization such as AREMA to consistently contributing to a professional scholarship giving others an opportunity in the industry to being a mentor to less-seasoned railroad professionals.
CALL FOR NOMINATIONS Notice to all members of AREMA The 2019-2020 Nominating Committee hereby solicits suggestions and recommendations of candidates to serve on the AREMA Functional Group Board of Directors in the following positions: All must be members of AREMA in good standing: • Senior Vice President—one-year term. Must be a current or past member of the AREMA Board of Directors, and must be employed by a railway or transit company. • Two Functional Group Vice Presidents—three-year term (Maintenance-of-Way and Structures) Must be current or past member of the AREMA Board of Directors. • Four Functional Groups will have a vacancy to be filled in the Functional Group Director positions—three-year term (Communication & Signals, Engineering Services, Passenger & Transit and Track). Nominating recommendation should be submitted via letter or fax, and should include all documentation to substantiate the recommendation. This must be signed by the member making the recommendation. Deadline for Receipt of Recommendations is Jan. 31, 2020. Submission of a recommendation should not be construed as affirmative committee action on that recommendation. Please fax or mail to: James K. Kessler, P.E. Nominating Committee Chair AREMA 4501 Forbes Boulevard, Suite 130 Lanham, MD 20706 Fax: 301.459.8077
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Ad Index
COMPANY
PHONE #
FAX #
E-MAIL ADDRESS
PAGE #
AREMA Marketing Department
301-459-3200
301-459-8077
marketing@arema.org
C3
Custom Truck One Source
816-241-4888
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12
Danella Rental Systems Inc
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8
Diversified Metal Fabricators Inc
404-875-1512
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sales@dmfatlanta.com
19
Focused Technology Solutions
973-705-7170
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9
Hougen Manufacturing Inc
816-385-8233
608-221-0618
info@trak-star.com
28
L B Foster Co
412-227-2739
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glippard@lbfosterco.com
23
Loram Maintenance of Way Inc
763-478-6014
763-478-2221
sales@loram.com
C2
Next Gen Freight Rail
212-620-7205
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conferences@sbpub.com
31
Nordco Inc
414-766-2180
414-766-2379
cnielsen@nordco.com
17
Omaha Track
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13
Omega Industries Inc
360-694-3221
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omegaxing@aol.com
18
Pandrol USA L P
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Racine Railroad Products Inc
262-637-9681
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custserv@racinerailroad.com
29
Rail Insights
212-620-7205
212-633-1165
conferences@sbpub.com
35
RCE Equipment Solutions Inc
866-472-4510
630-355-7173
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30
Railway Education Bureau The
402-346-4300
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14,25
gord.weatherly@voestalpine.com
2
alisha.barrowcliff@wilvaco.com
C4
voestalpine Nortrak Inc Willamette Valley Company
541-484-9621
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22
Advertising Sales MAIN OFFICE Jonathan Chalon Publisher 88 Pine St., 23rd Floor New York, NY 10005 (212) 620-7224 Fax: (212) 633-1863 jchalon@sbpub.com AL, KY, Jonathan Chalon 88 Pine St., 23rd Floor New York, NY 10005 (212) 620-7224 Fax: (212) 633-1863 jchalon@sbpub.com
CT, DE, DC, FL, GA, ME, MD, MA, NH, NJ, NY, NC, OH, PA, RI, SC, VT, VA, WV, Canada – Quebec and East, Ontario Jerome Marullo 88 Pine St., 23rd Floor New York, NY 10005 (212) 620-7260 Fax: (212) 633-1863 jmarullo@sbpub.com AR, AK, AZ, CA, CO, IA, ID, IL, In, KS, LA, MI, MN, MO, MS, MT, NE, NM, ND, NV, OK, OR, SD, TN, TX, UT, WA, WI, WY, Canada – AB, BC, MB, SK Heather Disabato 20 South Clark Street, Suite 1910 Chicago, IL 60603 (312) 683-5026 Fax: (312) 683-0131 hdisabato@sbpub.com The Netherlands, Britain, France, Belgium, Portugal,
Switzerland, North Germany, Middle East, South America, Africa (not South), Far East (Excluding Korea / China/India), All Others, Tenders Louise Cooper International Area Sales Manager The Priory, Syresham Gardens Haywards Heath, RH16 3LB United Kingdom +44-1444-416368 Fax: +44-(0)-1444-458185 lc@railjournal.co.uk Scandinavia, Spain, Southern Germany, Austria, Korea, China, India, Australia, New Zealand, South Africa, Russia, Eastern Europe Baltic States, Recruitment Advertising Michael Boyle International Area Sales Manager Nils Michael Boyle Dorfstrasse 70, 6393 St. Ulrich, Austria. +011436767089872 mboyle@railjournal.com
Reader Referral Service This section has been created solely for the convenience of our readers to facilitate immediate contact with the RAILWAY TRACK & STRUCTURES advertisers in this issue.
Italy, Italian-speaking Switzerland Dr. Fabio Potesta Media Point & Communications SRL Corte Lambruschini Corso Buenos Aires 8 V Piano, Genoa, Italy 16129 +39-10-570-4948 Fax: +39-10-553-0088 info@mediapointsrl.it Japan Katsuhiro Ishii Ace Media Service, Inc. 12-6 4-Chome, Nishiiko, Adachi-Ku Tokyo 121-0824 Japan +81-3-5691-3335 Fax: +81-3-5691-3336 amkatsu@dream.com CLASSIFIED, PROFESSIONAL & EMPLOYMENT Jennifer Izzo 800 Connecticut Avenue Norwalk, CT 06854 (203) 604-1744 Fax: (203) 857-0296 jizzo@mediapeople.com
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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December 2019 // Railway Track & Structures 39
Last Stop
Something Is Not Right North American railroads and corporations today By David C. Lester
A
David C. Lester
“
to a large extent, corporate leaders are held hostage by wall street, which seems dominated by ‘investors’ who are only interested in short-term gains.
40 Railway Track & Structures // December 2019
t first glance, the positive financial reports from North American railroads are good news. Profits up, operating ratios down. However, even a casual look at what’s driving these numbers is cause for serious concern. Layoffs, cutting costs to the bone, and relentless focus on “shareholder value” amid a significant decline in rail traffic are not good news at all. And, this phenomenon is not limited to the railroad industry. Most industries dominated by public companies see this to some degree. The shareholder is king. Readers are likely familiar with the Business Roundtable, an organization which, according to their website, “is an association of chief executive officers of America’s leading companies working to promote a thriving U.S. economy and expanded opportunity for all Americans through sound public policy.” Most of the companies represented by these CEOs are household names— Amazon, American Express, Apple, CocaCola, Home Depot, and many others. Among them is Union Pacific, represented by CEO Lance Fritz. The Business Roundtable says, “while each of our individual companies serves its own corporate purpose, we share a fundamental commitment to all of our stakeholders.” Stakeholder commitments of the organization, in brief, are the following: delivering value to customers; investing in employees; dealing fairly and ethically with suppliers; supporting communities in which they work; generating long-term value for shareholders. These are important and admirable commitments. However, it’s difficult to square a lot of what we see today with these commitments. In fairness, though, the current environment makes it difficult for companies to keep these commitments as much as they may try. To a large extent, corporate leaders are held hostage by Wall Street, which seems dominated by “investors” who are only interested in short-term gains. What is needed to improve the situation for North American railroads? One thought is that the rails should go after
traffic that is profitable but may not have the margin of intermodal. Profitable traffic helps the bottom line, and the past 20 years have seen premium traffic with long hauls, and high profit margins become the darling of the rails, with little apparent interest in less profitable traffic. Would good, old-fashioned “beat the bushes” sales efforts bring more traffic back to the rails? Do railroads have to surrender to the notion that trucking is the preferred mode for all high-value, time-sensitive freight, and competing with trucks is out of the question? Now that the implementation of precision scheduled railroading (PSR) is largely complete on most Class 1 railroads, except for BNSF, which, as a private company, does not buy into much of the PSR program, how well could the railroads handle an unexpected surge in traffic? We all remember the explosion of rail traffic, particularly oil, from 2015-2016, and the challenges the roads had in dealing with it. Crew shortages were a big reason the system became clogged. Have so many railroaders been laid off at this point that it would be challenging to staff up for a demand surge today? Back in 2016, some railroaders suggested that excess capacity should be built into the system to handle such increases in traffic. Nobody is talking about that today. As the Business Roundtable points out, a key goal is sound public policy to provide expanded economic opportunity for all Americans. If public companies, by necessity, are paying more attention to the interests of shareholders than other stakeholders, do we need changes in public policy, i.e., federal government legislation to address the issue? The mere mention of new federal regulation makes most of corporate America turn green. Yet, if the current situation is not serving all stakeholders well, what are the options? We cannot continue on this path indefinitely. Lester is managing editor of RT&S magazine. He can be reached at dlester@sbpub.com.
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