STATE OF THE INDUSTRY
ACCEPTING
APPLICATIONS INDUSTRY DEALS WITH LABOR SHORTAGE THAT COULD LAST A WHILE
JANUARY 2022 | WWW.RTANDS.COM
ALSO: RAIL FLAW DETECTION VEGETATION MANAGEMENT rtands.com
February 2018 // Railway Track & Structures 1
CONTENTS
January 2022
22
COLUMNS
DEPARTMENTS
3
On Track Garden City, N.Y., needs to stop barking
6
Streamlining FRA visits high-speed rail project
4
NRC Column The NRC is resilient
8
TTCI R&D Literature review of lateral track resistance testing
On the Cover BNSF crews conduct track maintenance. Photo courtesy of BNSF.
Follow Us On Social Media @RTSMag
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27
AREMA Message from the President, Getting to know, and more
31 32 32
Classifieds Advertiser Index Sales Representatives
FEATURES
11
Know anyone? While business remains relatively strong in the MoW sector, work shortages dims outlook
16
Finding elusive problems Serious rail trouble is often invisible to the naked eye
22
Trimming and eliminating Vegetation management industry stays on task on and around tracks
January 2022 // Railway Track & Structures 1
SIT AND LISTEN William C. Vantuono Railway Age
Bill Wilson
Railway Track & Structures
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ON TRACK
Garden City, N.Y., needs to stop barking VOL. Vol. 118, 115, No. NO.16 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
I
t should have been full-on Phoebe from the start. A few years ago we welcomed a rescue dog into our home. A cross between a beagle and a yellow lab, Phoebe came fresh off the streets of Memphis, Tenn. She likes attention ... constant attention. If she is not giving you a hint by licking your pant leg like it was a scoop of doggie ice cream, she’s ripping layers of skin off of your shin to get the amount of pets she is looking for ... and I do not think we have found that magic number. During the housing boom in our neighborhood over the summer, people would occasionally check out the empty lots behind our house. Those lots were worth a fortune to us. With no houses in view our eyes could rest on a picturesque retaining pond, and if there was an elementary school event we could monitor the fill-up rate of the parking lot to tell when it was time to take our children. Then those people threatened to take “our” land. Every time a viewing would take place, we would release our loud barkloving dog into our yard. The thought was all of the racket would decrease the value of the lots. There were three open lots, and now there are two ... with a house popping up right smack dab in the middle. If only we used Phoebe at 100% power. Residents in Garden City, N.Y., do not like what has popped up from the ground, either. The Long Island Rail Road Expansion Project is going on right in their back yards, and the recent placement of 90-fttall utility poles are not winning any homeowner awards. Garden City Mayor Cosmo Veneziale and other officials were under the impression the poles would not bother anybody. Veneziale said the Metropolitan Transportation Authority (MTA) told him the
designated placement area was on the north side of the tracks in an industrial area. Instead, they are now on the south side in a problem area. The MTA claimed it made no promises. So, in return, the city is making no concessions when it comes to the construction of the Denton Avenue rail bridge. A work permit has not been granted because, according to Garden City, the proper documents were not provided. Furthermore, the MTA is being accused of not following the proper review process for the proposed redesign of the roadway underneath the bridge, which resulted in the utility pole-looza. The New York State Supreme Court’s review process of this case has gone the MTA’s way. In early December, Supreme Court Justice Helen Voutsinas said the bridge replacement project could advance separate from the roadway redesign. Garden City is appealing the decision, which could take months. The Long Island Rail Road (LIRR) has to move now, so in order to stay on schedule the agency is considering building a temporary bridge, which would then have to be demolished once the real bridge was finished. The extra cost is $50 million. Utility poles aside (but still in the way of residents), the LIRR is investing millions of dollars to improve train service and vehicular traffic for many cities, which should be the golden ticket. Garden City is clearly barking up the wrong tree here, and no matter how deep officials dig in the bridge will be built the way it was supposed to be built, and for a few months there will be one ugly temp span. You can’t tell a determined agency like the LIRR to heel.
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 2022. 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.
January 2022 // Railway Track & Structures 3
NRC CHAIRMAN’S COLUMN
The NRC is resilient, relevant, and well-positioned for the future
W JIM HANSEN Chairman, National Railroad Construction and Maintenance Association (NRC)
“
SEASONED RAILROAD CONTRACTORS KNOW WORKAROUNDS CAN LEAD TO FRESH APPROACHES THAT SERVE YOU WELL IN THE LONG RUN.
4 Railway Track & Structures // January 2022
hen I took over as chairman of the NRC in January 2020, no one could have envisioned how dramatically conditions would change in just a couple of months. The onset of the COVID pandemic meant many of our best-laid plans were suddenly disrupted. As sometimes happens on a railroad construction site, you’re forced to look for a safe and effective workaround. Thanks to creative, outside-ofthe-box thinking by the NRC staff and board of directors, the NRC weathered the pandemic and found creative ways to remain relevant and provide value for our members. Seasoned railroad contractors know workarounds can lead to fresh approaches that serve you well in the long run. That was the case with NRC FirstLook, a series of webinars in January 2021 that replaced the in-person 2021 annual conference. The resounding success of NRC FirstLook led to additional webinars on timely topics that provided valuable information and interaction for a broad contractor and supplier audience. You can expect more of these webinars going forward in 2022. After taking a year off in 2020, the annual NRC auction came roaring back in a virtual format in 2021. It was one for the record books with more than 130 items sold conveniently online without the time and expense of shipping items to an auction site. The record revenue generated valuable income that the NRC has invested in resources to make our industry safer, including safety videos and Part 243 Minimum Training Standards templates. Although the pandemic halted in-person advocacy on Capitol Hill, it didn’t stop the NRC from representing railway contractors and suppliers before Congress and with federal agencies. The NRC staff played an inf luential role in COVID legislation and regulations that designated railroad contractors as essential workers. Our members were among nearly 500 industry representatives who met via Zoom with 260 congressional members and staff in the first-ever
virtual Railroad Day on the Hill in April 2021. This past November, NRC staff and members contributed to the successful passage of the Infrastructure Investment and Jobs Act (IIJA), which includes a historic discretionary funding level increase for vital rail grant programs. After taking a year off, it will be a true delight to gather in person with other industry leaders in January for the NRC’s annual conference, the final gathering in an eventful but unpredictable term as chairman of the NRC. It has been my great honor to serve and to have the opportunity to connect with and learn from so many amazing professionals across our industry. It’s been a memorable ride; I am grateful to the NRC’s talented staff, smart and industrious board, and our growing membership. At the conclusion of the annual conference, Steve Bolte will take over as the new NRC chairman. Steve is an experienced industry veteran who served as publisher of Progressive Railroading and in leadership positions with Harsco and now Danella as vice president of business development North America. Under Steve’s capable leadership, the NRC is well-positioned to leverage opportunities down the track. Building a safer and stronger railway construction industry together!
JIM HANSEN Chairman, National Railroad Construction and Maintenance Association (NRC)
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WE SIFT THROUGH THE NEWS SO YOU DON’T HAVE TO 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.
RAIL From Railway Age, RT&S and IRJ GROUP NEWS
ROUND-UP
RAILW
STREAMLINING
MEETING
AT THE TOP Federal Railroad Administrator Amit Bose, center, paid a visit to sections of the high-speed rail project in California in December.
6 Railway Track & Structures // January 2022
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Photo Crediit: California High-Speed Rail Authority
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. Photos must be no more than a month old.
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January 2022 // Railway Track & Structures 7
TTCI R&D
Literature review of lateral track resistance testing Determining gaps in knowledge that may be addressed by future testing Stephen Wilk, Ph.D., Senior Engineer II Transportation Technology Center, Inc.
T
ransportation Technology Center, Inc., (TTCI) reviewed past studies of post-ballast maintenance lateral tie resistance in order to better understand the current state of knowledge on this subject and determine gaps in knowledge that may be addressed by future testing. Adequate lateral track resistance is an important aspect of maintaining continuously
welded rail (CWR) track, and insufficient lateral resistance can result in varying degrees of track misalignment and even track buckling. Conceptually, ensuring sufficient lateral track resistance simply keeps the track capacity (ability to resist lateral forces) greater than the track demand (lateral forces). However, in practice, this demand/ capacity equation can be difficult to calculate due to the large number of variables that affect both track capacity and demand, along with the large amount of uncertainties of each variable. Lateral tie resistance is only one factor within the greater lateral track capacity/ demand equation. This equation also includes train forces, rail neutral temperature (RNT), track alignment, maintenance activities, and rail/fastener types and condition. Tie resistance continues to be an important aspect within this equation because ballast maintenance disrupts the ballast section and reduces the lateral, vertical, and longitudinal tie resistance. A common railroad practice is to apply speed
restrictions after ballast maintenance to temporarily reduce the lateral forces acting on the track, thereby lowering the risk of misalignment or buckling while the ballast consolidates from tonnage. Dynamic track stabilizers (DTS) also can be used as an alternative method of ballast consolidation. Several previous studies have investigated post-ballast maintenance lateral tie resistance, but few reports summarize all the available data. In light of this information, this study has multiple objectives: 1) reviewing and summarizing all available lateral track stability reports; 2) determining the equivalent tonnage from a DTS; 3) comparing how different track variables influence lateral track resistance; and 4) determining the ability of the data to be incorporated into more general reliability-based lateral track resistance models. Lateral tie resistance A significant portion of lateral track capacity stems from the lateral tie resistance at the tie-ballast interface and involves three
Figure 1. Diagram of details influencing lateral tie resistance.
8 Railway Track & Structures // January 2022
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TTCI R&D
The values in blue represent the DTS cases.
components: a) shoulder resistance, b) tieballast friction at the bottom of the tie, and c) tie-ballast friction at the sides of the tie.1 Figure 1 summarizes the various components, the believed nominal percentage of each component in regard to overall resistance, and the factors influencing each component.1 Note that track uplift between cars may cause a reduction in the tiebottom-resistance component during actual train operations. The theoretical increase in lateral tie resistance at the tie-ballast interface involves four key factors. These factors include an increase in: • Ballast consolidation from tonnage or DTS; • Amount of ballast resisting the push at either the shoulders or crib height; • Tie-ballast friction at the bottom of the tie by increasing tie weight; and • Tie-ballast interface strength from contact friction (ballast particle indenting, tie roughness, and tie texture) on the bottom and sides of the ties. The single tie push test (STPT) is a common technique used to evaluate lateral tie resistance. This test has been widely used over the past three decades and involves removing the fastening system and then pushing the tie with an actuator.1 This test outputs a load/deflection curve, and the peak force usually occurs between displacements of 0.25 to 0.5 in. When comparing the different tie types, the force will be divided by tie spacing for normalization purposes. The Volpe National Transportation Systems Center performed the categorization of lateral track resistance based on the results of the STPTs. This categorization rtands.com
typically includes weak track (< 90 lb/in.), average track (90 to 120 lb/in.), and strong track (> 120 lb/in.). Note that these values are to be used purely as guidance based on average values and do not involve any reliability-based verification. Current speed restriction policy A review of a few Class 1 speed restriction policies shows: • Speed restrictions are typically influenced by type of maintenance, RNT, and tonnage; • Speed restrictions are typically released after ~0.1 million gross tons (MGT); and • DTS are typically considered the equivalent of ~0.1 MGT.
Literature review The literature review involves four reports with a total of seven cases. These cases are listed in Table 1 with the values in blue representing the DTS cases.2-5 The average STPT values for each case are presented in Figure 2. The values are separated into four categories: post-surfacing, at 0.1 MGT, after DTS, and consolidated (10+ MGT). Note that brown bars represent wood ties, gray bars represent concrete ties, patterned bars represent 5° curve, and filled bars represent tangent track (0° curve). The average results agreed with conventional knowledge and Volpe’s recommendations. Post surfacing is
Figure 2. Summary of STPT values from seven cases.
January 2022 // Railway Track & Structures 9
TTCI R&D
Figure 3. Distribution curves from combined cases 3, 4, 6, and 7.
generally within the “weak track” range while 0.1 MGT and DTS are within the “average track” range, and consolidated is within the “strong track” range. Dynamic track stabilizers (DTS) To determine the influence of DTS, cases 3, 4, 6, and 7 were analyzed in more detail. In addition to the available average values, the Case 6 standard deviations and normalized distributions were assumed for the remaining cases in order to develop a reliability-based analysis. Case 6 was used because it is the only dataset with standard deviation values. While this procedure involves assumptions, presenting the results in this manner established a framework for reliability-based models and emphasizes the variability of lateral tie resistances at each stage. The four cases (3, 4, 6, 7) were combined into a weighted average and standard deviation. In addition, previous studies suggested a linear relation between 0.0 and 0.2 MGT, so the 0.2 MGT projected value is extrapolated for comparison purposes. Figure 3 shows the results. The following conclusions can be drawn 10 Railway Track & Structures // January 2022
from the results: • DTS appear to be equivalent to about 0.2 MGT of tonnage. This suggests that the use of DTS gives greater benefit than assumed in current speed restriction practices but has no practical difference at this point since speed restrictions are typically released at 0.1 MGT; and • Additional tests with statistical results (standard deviation) are needed for more confident reliability-based projections. Conclusions and current work The compilation of existing datasets gives insight into how ballast maintenance, slow order tonnage, and other variables affect the lateral tie resistance. Based on the four previous studies, the DTS appear to be equivalent to about 0.2 MGT of post-maintenance tonnage, suggesting an additional lateral stability benefit to the current 0.1 MGT assumption. Current testing by TTCI at the Facility for Accelerated Service Testing in Pueblo, Colo., expands on the available data, focusing on 1) the ballast, tie, and maintenance parameters affecting lateral tie resistance (tie type, shoulder width, crib height, and tamping lift height), 2) the influence of
fines in the center and shoulder of track, and 3) any additional dynamic track stabilizer tests. References 1. Kish, A. February 2020. “Ballast and Lateral Track Stability.” AREMA Railroad Roadbed and Ballast Symposium. Kansas City, Kan. 2. Trevizo, C. August 1991. “Restoration of Post-Tamp Stability.” WP-150. AAR/TTCI, Pueblo, Colo. 3. Kish, A., D. Clark, and W. Thompson. October 1995. “Recent Investigations on the Lateral Stability of Wood and Concrete Tie Tracks.” AREA Bulletin 752, Volume 96. 4. Kish. A., T. Sussmann, and M. Trosino. May 2003. “Effects of Maintenance Operations on Track Buckling Potential.” Proceedings of 4th International Heav y Haul Association. Dallas, Texas. 5. Read, D., R. Thompson, D. Clark, and E. Gehringer. February 2011. “Results of Union Pacific Concrete Tie Track Panel Shift Tests.” Technology Digest TD11-004. AAR/ TTCI. Pueblo, Colo. rtands.com
STATE OF THE INDUSTRY
KNOW ANYONE?
While business remains relatively strong in the MoW sector, work shortages dim outlook By Bill Wilson, Editor-in-Chief
J
ob fairs need to jump on the trend and offer something deep-fried. With the COVID pandemic shaking workers senseless and the Great Resignation showing no signs of being cancelled, nowadays it is all about how you can get the worker through the entrance and up to your booth. The days of prospective employees jumping through the hoops for the ultimate prize appear to be over, at least for now. The job market across the county has completely flipped, and the railroad industry is the one now trying to look like a million bucks to sway prospects. Chuck Baker has been president of the American Short Line and Regional Railroad Association (ASLRRA) for 17 years, and for the first time ever he’s hearing about work shortages in the industry. “Over the last couple of months I have heard rtands.com
more concern than I have ever heard before in the difficulty in retaining people and the difficult in getting new people,” Baker told RT&S. “There is a lot of competition [for labor] with
the warehouses and distribution facilities, so that is a big concern. “And short line companies need fewer people than Class 1s, the jobs are local, people
WHAT IS THE HEALTH OF YOUR BUSINESS TODAY?
21.26% 56.69% EXCELLENT
GOOD
17.32% 4.72% FAIR
POOR
January 2022 // Railway Track & Structures 11
STATE OF THE INDUSTRY
HOW WAS 2021 AS A BUSINESS YEAR FOR YOUR COMPANY?
19.69% 45.67% EXCELLENT
GOOD
29.13% 5.51% FAIR
POOR
HOW DO YOU THINK 2022 WILL BE AS A BUSINESS YEAR FOR YOUR COMPANY?
24.41% 58.27% EXCELLENT
GOOD
14.17% 3.15% FAIR
POOR
get to sleep in their own bed at night, and they have a family atmosphere with the local community. They were always able to get what they need.” These days getting anything of need have come with some difficulties. Supply chain issues continue to take up space in the news, but usually rank second to the worker shortage. The sawmill industry supplies the railroad with needed wood crossties, and the material is usually there to ship. The people, however, aren’t there at all. Entire shifts have been left blank. “Supply chains are not shutting the mills down,” Dr. Nate Irby, executive director of the Railway Tie Association, told RT&S. “Labor is what is keeping the mills from running as many hours as they would like. These hardwood producers could have out produced their market in the grade lumber, flooring, and pallets, but they simply couldn’t because they could not run two shifts.
17.3% said business is fair. When asked how 2021 was as a business year, over 65% (45.6% good) said it was either good or excellent. Most expect 2022 to play out the same way. When asked how the next 12 months will be as a business year, 58.2% said it will be good while another 24.4% said it will be top notch. In addition, 53.6% placed 2021 ahead of 2020 in terms of success. The Maintenance-of-Way sector could be in for a spending boom. According to the RT&S survey, 47% said they will be spending more on MoW activities in 2022 compared to 2021 while just 10.9% said it will be less. As far as what they will be throwing money at, the leading candidates appear to be bridges, grade-crossing surfaces, safety, crossties, and ditching and drainage. Throughout the year, RT&S has asked various market segments about performance, and the following has been said:
Good to excellent The railroad Maintenance-of-Way sector has plenty of momentum in reserves. According to the annual Railway Track & Structures State of the Industry survey, over 56% of respondents said business is good, while another 21.2% went so far as to say it is excellent. Just
Hi-rail equipment—“Current market conditions, while shadowed by some with uncertainty, seem promising to us. Our backlog, as it has been year over year, is strong and we have continued to receive orders, meaning our customers are staying just as busy as we are.”
12 Railway Track & Structures // January 2022
Ballast maintenance—“Total rail traffic is still sluggish compared to previous years and will impact the amount of degradation the track structure incurs. It is anticipated that 2022 will see ballast maintenance back to prepandemic levels.” “The ballast maintenance market was down in 2020, but not to the extent originally expected at the outset of the pandemic.” Material handling—“We saw an uptick in requests for material handling equipment towards the end of 2020. The first quarter of 2021 looks favorable as well.” Grade crossings—“Business for the remainder of 2021 remains very strong. Several projects we are currently working on will carry over into 2022. Overall, I am very optimistic with the steady growth in business.” Rail fasteners—“2021 continues strong, and the company is excited for the continued growth and development of its U.S. operation.” “With the world opening back up and business beginning to operate under their new normal, we believe that the rest of 2021 will be strong for the industry.” 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.” Crossties—“We are seeing an uptick in demand for bridge timbers.” Track geometry—“2021 was a very busy year for RFD testing with the schedule booked tight throughout the end of the year and most of 2022 already reserved.” Friction management—“We see the need for track lubrication more than ever. Track lubrication is continuing to play a vital role in systems.” Ready for something big For the short line industry, the wheels have been well greased since the beginning of the year following the passage of the Consolidated Appropriations Act, which made the 45G tax credit permanent. Then came the passage of the $1.2 trillion infrastructure bill, and companies were gushing at the opportunities, especially with some of the bigger projects that have been out of play for years. “We think it is going to be a big deal,” said Baker. “Over the last 15 years short lines have been able to do a pretty great job of getting rtands.com
STATE OF THE INDUSTRY
DID THE REGION YOU LIVE IN SPEND MORE OR LESS ON TRANSIT IN 2021 COMPARED TO 2020
39.67% MORE
31.40% 28.93%
closer to a state of good repair, but there is still a huge list of big projects out there. “There are a bunch of those big projects that have been sitting on the to-do list that have always been a little out of reach because short lines can’t financially justify them.” Baker said business was up slightly in the short line industry in 2021, and on average companies put 25% of revenue back into the infrastructure. The next 12 months will serve as stage prop construction for the big show that is expected in 2023 and 2024 as far as infrastructure projects go. Short line companies will begin to apply for big grant money in 2022, with many of the projects kicking off the following year. “It takes a while for these projects to get going but you will start to see the stirrings and the rumblings and the preparation, and a lot of exciting announcements and partnerships being formed and projects being identified,” said Baker. The Biden administration’s fight for a cleaner environment also is helping the short line cause. The $1.2 trillion infrastructure bill contains environmental provisions, like CRISI money that will be available to improve or replace old locomotives with cleaner engines. Build Back Better legislation is supposed to contain more clean air incentives, and Baker said short line customers in the environmental business, like those who manufacturer wind turbine blades, could be producing more in the coming months and years. The increase in output will only help the short line business. Staying steady Pandemic do-it-yourselfers encouraged the hardwood market to stand on its head in 2020, and the sawmill industry still does not have two feet on the ground yet. With home improvement projects booming, many hardwood sawmills converted to cutting pines and softwoods due to rtands.com
WILL YOUR COMPANY BE SPENDING MORE OR LESS ON MAINTENANCE-OFWAY ACTIVITIES IN 2022 COMPARED TO 2021?
LESS
FLAT
a lackluster supply. The situation caused prices to skyrocket and sawmills wanting to cash in. “Some of these sawmills converted as much as 50% over to pine and they still have not converted back to hardwood,” said Irby. Irby noted the Home Depots and Loews are now catching up on their pine supply and prices are starting to normalize. “But there are still some niche products out there that sawmills that were traditionally hardwood-only are still able to find markets for pine.” Some Class 1s also are reporting their wood tie programs might be slightly down in 2022, which also should help the crosstie supply from reaching a dangerous level. In December, Irby described the crosstie market as “cautiously optimistic,” and said the next year should be steady. “Things are good, but they could be better,” he exclaimed. “We are all experiencing supply chain disruptions, workforce turnover, workforce instability, trucking issues, and we are having to just bear it and hopefully get things to where we need them.” Lumber and pallets production, however, still remain supreme over crossties, but there are still the bread-and-butter tie producers that will keep the market fed. Switch ties will be more readily available, and 2022 production will depend a lot on the winter. A dry fall has increased log supply for the southern producers, and if the winter is not too extreme the inventory will be high for things like hardwood, which would give rise to more crosstie production. Construction zone There has been plenty of progress to go around in terms of major transit infrastructure projects across the U.S. RT&S checked in with a few to get some 2021 milestones and completion rates.
47.06% MORE
10.92% LESS
42.02% FLAT
Sound Transit The East Line was 94% complete in December with most civil construction on track to be substantially complete by the end of the year. The Downtown Redmond Link was 34% done. Columns are in place and girder placement is underway. The Federal Way Link was 40% complete. First girders on the project were placed in April. The Hilltop Tacoma Link was 85% complete. L.A. Metro The Crenshaw/LAX project was 99.3% complete in late 2021, but the contractor was not applying sufficient work force to complete remaining work. Work that is left is primarily underground station finishing, facility equipment, communications, and train control system integration testing. The Regional Connector was 87.5% January 2022 // Railway Track & Structures 13
STATE OF THE INDUSTRY
complete. Comprehensive testing was underway for 7th/Metro Center and adjacent facility interfaces; site work and restoration throughout alignment continues;
and MEP and systems work continues in stations and guideway. Westside Purple Line Extension, Section 1, was 72% complete.
Westside Purple Line Extension, Section 2, was 46% complete. Westside Purple Line Extension, Section 3, was 29% complete.
WHAT MAINTENANCE-OF-WAY ACTIVITIES WILL YOU BE SPENDING MONEY ON IN 2022? RAIL-FLAW DETECTION
SPECIAL TRACKWORK
MORE THAN 2021
20.56%
MORE THAN 2021
23.15%
LESS THAN 2021
6.54%
LESS THAN 2021
13.89%
VEGETATION MANAGEMENT
RAIL WELDING
MORE THAN 2021
14.95%
MORE THAN 2021
22.22%
LESS THAN 2021
11.21%
LESS THAN 2021
10.19%
RAIL GRINDING
SAFETY
MORE THAN 2021
14.68%
MORE THAN 2021
39.81%
LESS THAN 2021
9.17%
LESS THAN 2021
9.26%
BALLAST MAINTENANCE
CROSSTIES
MORE THAN 2021
24.07%
MORE THAN 2021
29.91%
LESS THAN 2021
11.11%
LESS THAN 2021
11.21%
BRIDGE MAINTENANCE
DITCHING & DRAINAGE
MORE THAN 2021
28.04%
MORE THAN 2021
26.61%
LESS THAN 2021
11.21%
LESS THAN 2021
8.26%
GRADE-CROSSING SURFACES
TRACK INSPECTION
MORE THAN 2021
23.85%
MORE THAN 2021
22.02%
LESS THAN 2021
12.84%
LESS THAN 2021
9.17%
FASTENING SYSTEMS
FRICTION MANAGEMENT
MORE THAN 2021
13.76%
MORE THAN 2021
16.36%
LESS THAN 2021
9.17%
LESS THAN 2021
6.36%
14 Railway Track & Structures // January 2022
rtands.com
STATE OF THE INDUSTRY
Airport Metro Connector was 34% complete with site work continuing. Infrastructure for utility line in the Southwestern Yard was complete. Brightline Brightline’s West Palm Beach-toOrlando International Airport highspeed rail line was 67% complete in early December. Some of the 2021 milestones were: • The first bridge was completed in Zone 4 (Taylor Creek); • Second box jack (S.R. 528/U.S. 1 – Cocoa) was completed; • I-95 bridge girder erection began; • Arch structure f ly-under was constructed; • First rail delivery and first rail installed along S.R. 528 (Zone 3); • Zone 2 (Airport Corridor) reached substantial completion; • All bridge beams set over St. Johns River; and • First tantilever signal structures along S.R. 528 were erected.
WILL THE REGION YOU LIVE IN SPEND MORE OR LESS ON TRANSIT IN 2022 COMPARED TO 2021
54.92% MORE
Track Safety Standards
Track Safety Standards, Subparts A-F Only $9.86 for orders of 50 or more!
$10.95
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
FLAT
MBTA Green Line Extension The GLX was 85% complete in late November. A major milestone happened in December 2021 when light-rail vehicle testing and operator training on Branch 1 began. Passenger service on Branch 1 is expected to begin in March 2022.
Federal Regulations Workplace Safety
Subparts A-F
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.
rtands.com
LESS
Long Island Rail Road Main Line Expansion Project As of the end of October the project was about 80% complete with a targeted completion date of December 2022. The following was finished in 2021: Main Street Grade Crossing Elimination; Willia Avenue Grade Crossing Elimination.
The Railway Educational Bureau
BKTSSAF
16.39% 28.69%
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.
BKWRK
Railroad Workplace Safety Only $9.45 for orders of 50 or more!
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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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U.S.A. CAN Orders UP TO $10.00 $4.75 $9.20 over $75, 10.01 - 25.00 8.80 15.35 call for 25.01 - 50.00 12.00 20.05 shipping 50.01 - 75.00 13.50 25.05
January 2022 // Railway Track & Structures 15
RAIL FLAW DETECTION
Sperry Peterbilt track testing vehicle.
FINDING
ELUSIVE PROBLEMS Serious rail trouble is often invisible to the naked eye
16 Railway Track & Structures // January 2022
on locomotives and box cars, in addition to engaging third-party service providers. Also, there is significant research underway, focused on broken rails and how they occur and what can be done to prevent them. Until that research finds a way to avoid broken rails altogether, the best remedy is likely to inspect as frequently as possible, and ensure that the inspections are done with precision and quality. It’s notable, too, that eddy current seems to have found a place in mainstream rail testing methods. For the past several years, this method has been under evaluation by railroads and third-party vendors alike. The remainder of this article focuses on third-party rail flaw detection service providers
and their latest offerings and technology advances. Sperry Rail, Inc. Sperry maintains ongoing partnerships with railroads around the world. It is among those first to market with programs to advance new technologies that improve the quality and reliability of RFD testing and reduce risk. One example of this is Sperry’s SurfaceView system which detects and measures rolling contact fatigue (RCF) and provides some of the most accurate and precise detail available in the industry today. Leveraging current and historical data, SurfaceView optimizes detection along with maintenance decision-making. rtands.com
Photo Credit: Sperry Rail, Inc.
L
ocating rail flaws is a difficult and time-consuming process, and the consequences of missing them can be disastrous. The market for rail flaw detection services remains steady since these inspections cannot safely be delayed or skipped altogether. At any given time, there are numerous rail flaw inspections under way on North American railroads, but occasionally some flaws are missed and result in a broken rail, and a subsequent derailment. While broken rails are not the only cause of derailments, they are a major factor. Railroads have started to use autonomous inspection, with equipment mounted
By David C. Lester, Managing Editor
THE LEADER IN AUTOMATED TRACK INSPECTION
Now offering Ultrasonic Rail Flaw System (URFS) technology. Meet regulatory requirements, prevent potential derailments, keep railways running safely and efficiently. CONTACT US TODAY reber.acacia@ensco.com | (570) 728-7998 www.ensco.com/rail
RAIL FLAW DETECTION
Sperry’s Joint Bar Inspection System automatically captures high-resolution images of the joint bar’s gauge and field side. The images are triggered by the joint’s RFD technology recognition, providing a built-in check-andbalance system to ensure a 100% review of joints. Within 24 hours of data collection, technicians review the images in Sperry’s remote analysis centers. Technicians immediately report cracks, missing nuts, and bolts to enable their removal before potential failure. Sperry’s Vision System allows operators to view the rail surface of a suspected defect in the form of a digital image. The vision system improves the operator decision-making process and helps avoid missed defects and unnecessary hand-testing stops. This system complements their ultrasonic and induction equipment inspections. Sperry recognizes that the pathway forward for the railroad industry continues to be in technological advancement. Elmer, Sperry’s artificial intelligence, uses machine learning based on neural networks to process data from rail flaw detection systems and to identify patterns in the data that may indicate the presence of defects. The system learns from the data gathered by ultrasound, induction, and eddy current inspection methods, applying modern, AI-driven data analysis. Elmer gives consistent results and reduces human intervention during analysis. It also reduces the number of 18 Railway Track & Structures // January 2022
verifications that need to be done on the track, improving worker safety. Sperry’s nonstop customers around the world use Elmer for reliable track analysis. Answering the call for more flexible RFD program delivery is Sperry’s Software Enabled Service (SeS). SeS allows railroads to leverage Sperry’s best-in-class technology and analysis expertise by licensing technology and software to acquire and process data managed by Sperry’s remote analysis centers. Nordco/Wabtec Customers should never doubt the quality inspection of their railroad whenever they request rail flaw detection services. This service is an essential part of railway safety in keeping traffic running smoothly, limiting the loss in production, and reducing the risk of derailments, which reduces the risk of injury or even death. Without the focus on the quality of the job, any service puts the customer and its users at risk. Nordco/Wabtec understands this as being extremely important, and it all starts with quality people, followed by quality training. It is critical to know the system you work with, properly calibrate the system at its maximum peak for optimum testing, and know/understand its limitations. Ultrasound systems are precision tools, and technicians must appreciate this.
It’s not an industrial secret that some defects may grow rapidly due to sudden climate changes, tonnage, stress, centrifugal force applied in high elevation curves (lateral force), vibration and bad wheels, and others that contribute to defect development, not to mention factory defects. How does Nordco/ Wabtec work with this and provide railroads with a safe route to deliver goods and transport people? By focusing on setting up jobs to detect defects at their early stage as much as possible. Reducing the risk of derailments due to defects found in rail can be a lengthy and costly process for customers but can be beneficial and a good financial one. Reducing slow orders or speed restrictions, for example, cuts the cost of fuel consumption, as well as time to get from point A to point B. A statistical search with over 36,000 miles tested in a known region and a realistic 2,000+ defects found only two derailments that were known to be caused by a possible internal defect in the last five years. These are too many derailments, considering they were fast-growing defect types with probable bad surface conditions, which led to spontaneous breaks. This shows that frequent testing can help avoid the risk of derailments. Rail flaw detection and a good Maintenance-ofWay plan certainly contribute to lowering the number of defects found, therefore reducing the risk of derailments. rtands.com
Photo Credit: Herzog
Herzog rail testing.
RAIL FLAW DETECTION
ENSCO’s Ultrasonic Rail Flaw System.
do not ignore them. They provide complete and constructive tape audits. They build a team with trust and confidence and develop their passion for what they do—restructuring consistently to come up with the perfect team. Rail flaw detection isn’t about having
Photo Credit: ENSCO
Another important rule is having the right person with the right attitude and the proper knowledge to do the expected job. Quality and continued training are part of the Nordco/ Wabtec process. They share and listen to experiences, close noticeable gaps in quality, and
five different systems doing the same job; it’s about having one system do it all. The different systems should only be complimentary. Speed is excellent if the quality is not compromised. Preventive testing by eliminating the more minor internal anomalies is a great goal to aim for. Experienced, well-trained chief and assistant operators make a difference in delivering quality testing to customers. The next logical step is to have the proper tools to perform at the highest quality level possible. Accurate calibration and knowing how to adjust parameters are fundamental to the success of this step. Understanding how the UT transducers work, how the system generates sound, and how it penetrates the rail gives the operators extra knowledge and capability to troubleshoot efficiently. Nordco/Wabtec’s Digital Signal Processing System (DSP) is strong at detecting defects. It has proven its worth as it is updatable and offers unlimited options to add on features such as the company’s upcoming Vision System and some up-to-date technology which will revolutionize the rail flaw detection capabilities.
20 Railway Track & Structures // January 2022
rtands.com
RAIL FLAW DETECTION
ENSCO ENSCO Rail is a leader in innovative, reliable, automated track inspection and introduces its Ultrasonic Rail Flaw System (URFS). URFS can revolutionize the rail industry and fill a critical need for improved detection of rail flaws. ENSCO Rail has now broadened to incorporate internal rail flaw inspection into its portfolio to meet the critical need of railway clients. URFS will help railways meet regulatory requirements, prevent derailments, and keep them running safely and efficiently. ENSCO’s URFS utilizes all the standard probe orientations and can be installed in hi-rails and rail-bound vehicles and operated in both stop-and-verify and continuoustesting modes. ENSCO Rail’s entry into this market brings multiple advantages to railways, including integration with other automated track inspection technologies such as the patented joint bar and rail surface imaging systems and rail profile and zero-speed track geometry measurement. The largest engineering staff in North America for track inspection technology backs ENSCO’s URFS.
ENSCO’s continued focus on URFS will deliver on railway needs, including increasing automation and decreasing false positives, while adhering to ENSCO’s principles of the highest reliability and customer support. ENSCO Rail is offering the URFS as a product sale direct to the railways and providing rail flaw testing services. The rail flaw technology will be deployed in North America and worldwide, including the branch office in Perth, Australia, and growing markets in South America, Europe, and Asia. Herzog Herzog’s single-pass hi-rail solutions efficiently provide railroads with more timely information on the condition of their track without scheduling additional work windows for other types of right-of-way inspections. When it comes time for their next ultrasonic testing (UT) run with Herzog, clients can now opt to add joint bar detection or geometry services to obtain a larger data set in one pass down the track. Due to its continuous focus on research and development, Herzog also has refined its hi-rail
rail flaw detection technology with UT vehicle hardware and software improvements. The high-definition cameras installed on its UT vehicles capture detailed photos of the rail to identify surface defects, rolling contact fatigue, branding marks, and now joint bar defects. This imagery complements Herzog’s conventional UT testing data with an enhanced layer of inspection and visual information of the rail for more efficient program management. Herzog also offers streamlined processes for its clients, such as Continuous Testing (CT), which reduces track occupancy with a postverification process. This inspection method enables Herzog to scan the required testing limits without stopping to transmit the data for off-site processing. A Non-Destructive Testing (NDT) Level II Chief Operator will review the scan data and flag any new areas of concern. If a potential defect meets the criteria for further assessment, Herzog will deploy a field verifier to visually inspect it and perform a hand test. Indications found to be benign are noted within the UT software and are omitted from subsequent field reviews, thus improving the speed and efficiency of the CT process.
Driving velocity in the rail industry. TRACK MAINTENANCE
RAIL CAR MOVING
RAIL INSPECTION
NORD0788 AD RT&S Sept 2019.indd 1 rtands.com
1:31 PM21 January 2022 // Railway Track8/21/19 & Structures
VEGETATION MANAGEMENT WILDFIRES
TRIMMING AND
ELIMINATING
Vegetation management industry stays on task on and around the tracks
C
ontrolling overgrown vegetation is an ongoing challenge for Norfolk Southern Railway. Operating 19,420 route miles of track in 22 eastern states—some double track—keeps Norfolk Southern maintenance crews busy every day. The Eastern Lake Division, extending from Portsmouth to Sandusky, Ohio, includes about 400 miles of track including the busy Toledo and Cleveland areas. Working on the Chillicothe District portion of the division south of Columbus, Lee Adkins, an equipment operator for 30 years, uses the XL 4130 V Gradall TrackStar machine. The XL 4130 V machine is equipped with diversified hi-rail gears—a 1650 gear in the rear with a 50,000-lb capacity, and a 1630 gear in the front with a 30,000-lb capacity. 22 Railway Track & Structures // January 2022
The front assembly is attached to the frame and front axle, raised and lowered on the tracks using ground-level controls. The gear raises the front wheels off the track, using the rear wheels for mobility. This design utilizes Gradall’s front suspension to navigate curves smoothly and dampen the effects of track irregularities. The rear rail gear assembly attaches directly to the truck frame behind the rear axle/tandem spring hangers. This assembly also is operated from ground level as it deploys onto the track with an articulated dual-scissor action. This mechanism provides a “sideshift” action. From the equipment yard to the crossing, where the XL 4130 V is mounted on the track, mobility is exceptional at speeds up to 60 mph, driven from the chassis cab. On track, the machine can be driven from
the upperstructure cab or the chassis cab. Gradall Industries, Inc., has two railway Maintenance-of-Way machine models featuring faster maximum travel speeds on tracks to complement their highwayspeed travel advantages. Both equipped with Gradall’s Rapid Drive advantage, the models can be driven on rails from the upperstructure operator cab at speeds up to 30 mph in either direction. These machines are built on highwayspeed undercarriages, so when there’s an emergency repair need the operator can drive a Gradall machine to a rail crossing at 60 mph from the carrier cab and then quickly load it on rails, lowering the diversified rail gear from either the carrier or upper operator cab. Once it’s on track, the machine uses the carrier’s wheels for mobility, with an rtands.com
Photo Credit: Gradall
By Bill Wilson, Editor-in-Chief
IT’S NOT TOO LATE TO
RENEW YOUR MEMBERSHIP Community • Career Connections Professional Development • Technical References
DON’T LOSE YOUR BENEFITS Renew your membership online at www.arema.org
VEGETATION MANAGEMENT
Vancer’s hi-rail equipment line offers flexibility to rail maintenance crews.
24 Railway Track & Structures // January 2022
boom rather than an articulating arm, the Gradall allows unrestricted access, while the low profile allows easy transport through tunnels and catenary systems. The Gradall and Bull Hog combination is ideal for Maintenance-of-Way/vegetation management projects on railroads of all types. Epiq MS Rail Epiq MS Rail’s vegetation control spray train comes with automated dosage management, a high caption camera system, plant recognition software, and GPS. The operator can program non-spray zones and there is full protection in cabs for workers. The spray train also comes with: Four tanks; Mixing pumps; Herbicide dosing pumps; A centrifugal water pump; and A 65kVa gen-set powering all the other
modules. In 2021 Epiq MS Rail saw that vegetation management companies were actively looking for new equipment, but overall the market performed as expected. There could be better results in 2022. Progress Rail The SkyTrim 75G3 HRT (hi-rail truck) is an over-the-road, rubber-tired prime mover vehicle with a rear bed-mounted special cab and an attached telescoping boom with saw-type cutter head designed to trim trees. The machine is equipped with hydraulically deployed rail wheels for operation on the railroad. Over-the-road propel or hi-rail propel is provided by the prime mover. Work propel is controlled by a special cab operated creep drive system with 5-mph maximum speed. The 75G3 HRT has a telescoping composite construction with a 75-ft reach from ground and a single 24-in.-diam. rtands.com
Photo Credit: Vancer
operator cab switch to select Rapid Drive for travel speeds up to 30 mph, or the work mode for repositioning speeds up to 5 mph. Those choices enable the operator to address and complete a variety of jobs very quickly. With a coupler and airbrakes, Rapid Drive also provides the ability to tow along a railcar for carrying materials, like replacement ties or riprap to and from the jobsite. Gradall Track Star railway maintenance machines fitted with a Fecon Bull Hog mulcher quickly shred all kinds of vegetation encountered along railways. The full-tilting, telescoping Gradall boom can reach virtually any vegetation, whether trackside or in the canopy. The Bull Hog quickly shreds materials, clearing brush, limbs, debris, trees, and other vegetation. Bull Hog models available include the heavy-duty CEM36 and the BH40EXC for severe-duty applications. Both models feature a 36-in. cutting width and 18 cutting tools. With a telescoping
VEGETATION MANAGEMENT
carbide-tipped saw turning at 2,800 rpm. Each unit is electrically insulated and tested to ANSI A92.2-2001 Category C standards to 100kV for maximum operator safety. This model complements the broad product portfolio of Progress Rail, including the all-terrain SkyTrim model available with rubber tire or tracked options. As for how the vegetation management market performed in 2021, Progress Rail said demand was strong through the last half of the year with various new regional contracts being awarded. As for 2022, Progress Rail expects the market to remain high driven by pent-up demand and delayed projects over the past few years. Vancer Vegetation maintenance, especially in remote rail locations, can lead to challenges if not properly managed. Often times, there are multiple project needs that need to be tackled in these remote areas that don’t warrant a full gang to tackle
Epiq MS Rail’s vegetation control spray train comes with automated dosage management and a high caption camera system.
VEGETATION CONTROL SPRAY TRAIN Photo Credit: Epiq MS Rail
Smart environmental spraying
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§ Automated dosage management § High capture camera system § Weed recognition system § Reduced pesticides usage § GPS tracking & reporting § Better targeted spray range § Controlled zone spraying management § Full EHS protection cabs for workers
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26 Railway Track & Structures // January 2022
Progress Rail’s 75G3 HRT has a telescoping composite construction with a 75-ft reach.
the project. Vancer’s hi-rail equipment product line offers flexibility to rail maintenance crews to be able to effectively manage projects like vegetation management with increased efficiency and productivity. Vancer’s CHX25 Hi-Rail Excavator is ideal for remote rail areas, and its 20-ton model allows for multiple tool functionality. It can be paired with an attachment in order to rotate the head a full 360°. When paired with the brush cutter attachment, this machine can remove large tree branches and brush. Pair it with a mower deck to control grass and weeds and add drum style mulching heads to cut and grind trees and stumps. Vancer also supplies an innovative chain saw attachment that uses a grapple system to securely cut and dispose of branches. Add a tow cart to the CHX25 to gather branches in bulk and reduce time spent clearing work areas. Other equipment options to tackle vegetation management and other Maintenance-of-Way projects include skid steers and multi terrain loaders outfitted with tools for removing brush, mowing, and mulching. Additionally, the Huddig 1260 backhoe allows for efficient vegetation management with its articulating center pivot system and its ability to run multiple attachments. Brandt A well maintained right-of-way enables operators to work safely, avoid slips, and other injuries. Brandt delivers two innovative maintenance solutions that promote maximum operational safety: the Brandt Rail Tool—a hi-rail John Deere 225 excavator, and the RTB130—a hi-rail John Deere 710 backhoe. The Brandt Rail Tool has a 52-in. brush cutter attachment powered by a 200-hp rear-mounted auxiliary engine and is capable of cutting large swaths of grass and shrubs along the right-of-way across large areas such as subdivisions. The RTB130 can be equipped with a 36-in. brush cutter attachment and has a 26-ft reach. It delivers excellent results for smaller-scale activities such as preventing grass and small brush from impeding sightlines around public crossings and signals. Brandt delivers various repair and maintenance attachments for these units and has the experience and provides complete custom Maintenance-of-Way systems for multiple applications including multi-purpose railcar movers, specialized on-track cranes, and more. rtands.com
Photo Credit: Progress Rail
Lower Operating and Maintenance Costs with the World Wide Support of the John Deere Dealer Network
Message From The President
T
MICHAEL P. FREEMAN AREMA President 2021-22
he holiday season has come and gone, and I hope this reading finds you reveling in the prospect for a safe and prosperous new year. This is a great time to not only think about what goals you have for the coming year, but also to reflect on the past year. No matter how well 2021 went for each of my loyal readers (yes, both of you), I’m sure there is at least a short list of things you wish you had accomplished or given more time and/or effort to during the previous year. This will likely always be the case as we move from year to year. Shrinking the list should be our never-ending goal. If you are like me, you have several categories of goals for the upcoming year: professional goals, personal goals, physical fitness goals, and one that sometimes doesn’t get a lot of attention, industry association participation goals. Yes, I’m throwing out a challenge that will be easier to keep than most of the other goals you may set for yourself. I’m encouraging each of you to resolve to get your AREMA membership up to date, join a Technical Committee that suits your interest, and expertise and participate to the fullest extent possible. This New Year’s resolution will be easier than losing 20 lb or gaining 15 lb of lean muscle. I can almost guarantee you will have great satisfaction if you become an active participating member of AREMA. Your active participation will benefit you professionally and personally. AREMA will be the biggest benefactor of your participation because the broader the input is on a subject, the better the outcome. I encourage you to take my challenge and start benefitting from your participation early in 2022. We will continue our journey through the six Functional Groups comprising the rtands.com
structure of AREMA. This month’s focus will be the Passenger & Transit (P&T) Functional Group. The P&T Functional Group is led by Functional Group Vice President Francis Miller, P.E., from AECOM and Directors Lucas Bathurst, P.E., from HDR and Krista Keene from Amtrak. In general, the P&T Functional Group covers the common elements and recommended practices for commuter, transit, and high-speed passenger rail systems including planning, design, operations, and electrical systems. There are four committees within the P&T Functional Group. Committee 11 – Commuter & Intercity Rail Systems: The Chair of Committee 11 is Allene Rieger, P.E., from JMA Civil, Inc. Committee 11 is responsible for providing information and technical direction for the development and maintenance of passenger systems operating on the general railroad network of North America. The subjects covered by Committee
“
I’M THROWING OUT A CHALLENGE THAT WILL BE EASIER TO KEEP THAN MOST OF THE OTHER GOALS YOU MAY SET FOR YOURSELF. 11 include specialized track systems, yard facilities, support buildings, stations, and maintenance necessary to provide passenger service and optimizing dual use of facilities by both passenger and freight railroads. The committee is focusing on developing new sections of the Manual for Railway Engineering (MRE) addressing the principles, data, specifications, plans, and economics that pertain to the engineering and design of railways. Committee 11 is working on a gamut of track material, crash wall considerations for elevators and center island platforms, and a vehicle chart. Committee 12 – Rail Transit: Scott Hudson, P.E., from BNSF Railway is the Chair of Committee 12 which is responsible for the development and publication of information
regarding light and heavy rail transit systems and their design, construction, and rehabilitation. Committee 12 was created to provide technical consideration, guidance and offer insight for planning, design, construction, and maintenance of rail transit systems in the MRE. The Committee focuses on APTA, TCRP, and TRB documents in consideration for chapter updates. Committee 12 also is working to develop a systems integration draft Table of Contents and Work Plan as well as the development of new and updated embedded track text. Committee 17 – High Speed Rail Systems: The Chair of Committee 17 is Jonathan Wnek, P.E., from RailPros. Committee 17 is responsible for the development and publication of information and recommended practices pertaining to incremental and dedicated high-speed rail transport, recognizing the possible joint use by freight and passenger service. Passenger operations at speeds of 90 mph and higher (Class 6) are the focus and items such as planning, engineering, construction, and maintenance of high-speed rail systems are addressed through the development of recommended practices addressing these issues. The committee also is working on the development of new Hazard Detection and Surveillance text plus updating the Horizontal Alignment and Vertical Geometry sections within the MRE. Committee 33 – Electrical Energy Utilization: Jonathan Schmidt, P.E., from AECOM is the Chair of Committee 33. Committee 33 is responsible for the development and publication of recommended procedures and information regarding the design of electric traction for railway operations and use of fixed equipment powered by electrical energy. The Committee focuses on railroad electrification systems, compatibility with signal systems, electrical clearances, traction power supply for AC and DC electrification systems, grounding and bonding, ancillary power systems, electric vehicle and traction power distribution interaction, and illumination. The committee is working on revising a clearance diagram for 12/5 kV, updating Part 4 Railroad Electrification Systems of the MRE, and the establishment of a subcommittee to assess including third rail within the MRE. I would encourage you to accept my challenge and get involved in AREMA. Here’s to a happy and prosperous New Year! Until next month, be well and be safe. January 2022 // Railway Track & Structures 27
FYI
Happy New Year! AREMA would like to wish you and your family a prosperous new year. Do you want to generate leads, promote yo u r co m p a ny, a n d re a c h a ta rg et audience? Sign up for sponsorship at the AREMA 2022 Communications & Signals Sy m p osi u m to b e h e l d M a y 15-17 i n Kansas City, Mo. Please visit www.arema. org or contact lmcnicholas@arema.org for more information on sponsorship investment opportunities. O r d e r t h e 2 02 1 C o m m u n i c a t i o n s & Signals Manual now. With over 50 new, revised, reaffirmed, or extended Manual Parts it’s the perfect time to get the 2021 Manual. Order online now at www. arema.org or contact mbruins@arema. org for more details. AREMA members, if you have not
already done so be sure to renew your membership today at www.arema.org to take advantage of what AREMA can of fer you. Don’t lose your committee opportunities, exclusive rates on products and educational courses, access to the directories, subscriptions to your favorite magazine, and much more. Did you miss the AREMA 2021 Virtual Conference? The platform is available on demand for you to learn while on the go and earn your PDH (subject to state’s approval). Purchase now at www.arema.org. Don’t m iss out on the conversation happening in AREMA’s Member Forum. The Member Forum connects you with other members allowing you to send m essa g es, s ta r t co nve rsatio ns, a n d m o re. Se e wh at eve r yo n e is ta lkin g about today: https://community.arema. org/home.
If you’re looking for a new podcast to binge, listen to AREMA’s Platform Chats. It features guests from ever y aspect of the railway industry. Come “roll with A R EM A” o n yo u r fa vo r i te s tre a m i n g platform. Leverage the power of your trusted association’s Railway Careers Network to tap into a talent pool of job candidates with the training and e d u c a t i o n n e e d e d f o r l o n g -t e r m success. Visit www.arema.org/careers to post your job today.
NOT AN AREMA MEMBER? JOIN TODAY AT WWW.AREMA.ORG CONNECT WITH AREMA ON SOCIAL MEDIA:
UPCOMING COMMITTEE MEETINGS 2022 MEETINGS FEB. 2
FEB. 8-9
FEB. 8-9
FEB. 10
Committee 6 - Rail Facilities, Utilities and Buildings Virtual Meeting
Committee 15 - Steel Structures Fort Worth, Texas
Committee 1 - Roadway & Ballast Atlanta, Ga.
Committee 9 - Seismic Design for Railway Structures Irvine, Texas
FEB. 10
FEB. 14-18
FEB. 23-24
MARCH TBD
Committee 24 - Education & Training Virtual Meeting
Committee 18 - Light Density & Short Line Railways Virtual Meeting
Committee 7 - Timber Structures Memphis, Tenn.
Committee 36 - HighwayRail Grade Crossing Warning Systems Virtual and in-person
MARCH 2
MARCH 7
MARCH 7-11
MARCH 9-10
Committee 6 - Rail Facilities, Utilities and Buildings Virtual Meeting
Committee 35 Information Technology Pittsburgh, Pa.
Committee 38Information, Defect Detection & Energy Systems Pittsburgh, Pa.
Committee 39 - Positive Train Control TBD
MARCH 17
APRIL TBD
APRIL TBD
APRIL TBD
Committee 4 - Rail Pueblo, Colo.
Committee 27 Maintenance of Way Work Equipment TBD
Committee 34 - Scales Tampa, Fla.
Committee 14 - Yards & Terminals Location TBD
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, including our new Committee 35 - Information Technology. 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 as a guest, please contact Alayne Bell at abell@arema.org. For a complete list of all committee meetings, visit www.arema.org.
28 Railway Track & Structures // January 2022
rtands.com
GETTING TO KNOW
Committee 6 Chair Ryan J. Gottsch, P.E.
PROFESSIONAL DEVELOPMENT More AREMA publications now available in downloadable format. The AREMA Practical Guide to Railway Engineering and Bridge Inspection Handbook are now available as e-publications. Get convenient access to these publications in a downloadable, PDF format and take advantage of the benefits of our e-publications: • Immediate access to the material; • Searchable, PDF format; • Convenient, printable format (following AREMA’s copyrights); and • Portable and accessible on the go through our Publications Portal. This adds to the list of current e-publications. Purchase now and gain access instantly to all these publications: • Manual for Railway Engineering; • Portfolio of Trackwork Plans; • Communications & Signals Manual; • Practical Guide to Railway Engineering; and • Bridge Inspection Handbook.
Committee 6 Chair Ryan J. Gottsch, P.E., with his family. Gottsch is a Principal Project Manager/Transit & Rail Facilities for Jacobs. Committee 6 deals with rail facilities, utilities and buildings.
A
REMA: Why did you decide to choose a career in railway engineering?
GOTTSCH: Working in the railroad industry is something I have wanted to do from a young age. I was given the advice to get a degree in engineering to help me to get a job with the railroads. I did not initially do engineering when I started my career, I just happened upon it and have loved it ever since. rtands.com
AREMA publications are an exce lle nt refe re n ce tool for those who are looking to better understand the railway industry a n d th e p ro c e s s e s . P u rc h a s e a corporate license today for multi-user access to be sure your e m p l oye e s a re we l l ve rse d i n railroading best practices. Contact publications@arema.org to learn more or visit www.arema.org to make your purchase.
AREMA: How did you get started? GOTTSCH: When I was a junior in high school, our school partnered up with various businesses in the Omaha area to have students work over the summer to gain experience working in their field of interest. I was lucky enough to be nominated to participate in this program and Union Pacific RR was one of the partners I could choose from. I was able to continue working January 2022 // Railway Track & Structures 29
with Union Pacific over my summer breaks while attending college and was offered a position when I graduated. AREMA: How did you get involved in AREMA and your committee? GOTTSCH: I was fortunate to work in several different departments when at Union Pacific. When I was in the engineering department, my manager at the time encouraged me to join AREMA as well as Committee 6. AREMA: Outside of your job and the hard work you put into AREMA, what are your hobbies? GOTTSCH: I enjoy spending time with my family, going camping with my kids, riding my bike, and perfecting my sangria wine recipe. AREMA: Tell us about your family. GOTTSCH: My wife and I have been married for 21 years and we have eight
children. We have five boys and three girls. AREMA: If you could share one interesting fact about yourself with the readers of RT&S, what would it be?
“
GOTTSCH: I volunteer at the local zoo operating a live steam locomotive that was built in 1890 in Austria. The zoo railroad is a 2 ft 6 in. track gauge that is a 1.8-mile loop with two station stops and a 6% grade on
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GOTTSCH: As I look back on my career to date, I don’t know that I have one particular achievement that stands out from others. I have always been thankful for my opportunity to work in the industry and have appreciated all the friendships and professional relationships that have developed. AREMA: What advice would you give to someone who is trying to pursue a career in the railway industry? GOTTSCH: The railroad industry is a fascinating, challenging, and fun industry that is more than just locomotives pulling railcars. Railroads play a key role in our economy which provides a lot of opportunities to utilize your skills to advance the industry. The industry needs dedicated and talented individuals who want to learn.
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AD INDEX
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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
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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 FRANK ROSE 917-856-1808 frose@sbpub.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.
32 Railway Track & Structures // January 2022
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