GRADE CROSSINGS
SMOOTHING
OVER
GRADE CROSSING INDUSTRY MOVING ALONG DESPITE PANDEMIC
JUNE 2020 | WWW.RTANDS.COM
ALSO: BALLAST MAINTENANCE REPORT UAS BRIDGE INSPECTION rtands.com
February 2018 // Railway Track & Structures 1
RAILROAD STRONG RESILIENT, RESOURCEFUL, FOCUSED, ESSENTIAL
In the midst of the greatest public health crisis in modern times, the railway industry, an essential service, continues to do what it does best, moving products and people to where they’re needed most. A committed, motivated work force is helping to keep the economy afloat.
AILWAY GE PHOTO BY: BRUCE KELLY
CONTENTS
June 2020
17 FEATURES
DEPARTMENTS
10
4 Streamlining Track work in Chicago
What’s underneath the track counts A look at the importance of track substructure following recent NTSB decision on derailment
14
Ordering a combo Bridges and drones go together perfectly when it comes to inspections
17
Arms up in celebration Much of grade-crossing industry doing well because of pandemic
rtands.com
6 TTCI Performance of under tie pads in a curve at FAST
14
25 AREMA Message from the President, and more 29 Classifieds 31 Advertiser Index
An Omni grade crossing on North Canal Street in Chicago.
31 Sales Representatives
More on grade crossings, p 17.
COLUMNS 3 On Track PLTP needs a drink ... maybe two 32 Last Stop Quickly and effectively mobilizing a large transit program
Photo courtesy of Omni.
Follow Us On Social Media Railway Track & Structures @RTSMag
June 2020 // Railway Track & Structures 1
ON TRACK
PLTP needs a drink ... maybe two VOL. 115, NO. 6 NO. 6 PrintVOL. ISSN116, # 0033-9016, Print ISSN ## 0033-9016, Digital ISSN 2160-2514 Digital ISSN # 2160-2514 EDITORIAL OFFICES EDITORIAL OFFICE 20 South Clark Street, Suite 1910 3680 Heathmoor Drive Chicago, Ill. 60603 Elgin, (312) IL 60124 Telephone 683-0130 Telephone 336-1148 Fax (312)(630) 683-0131 Website www.rtands.com BILL WILSON Editor-in-Chief wwilson@sbpub.com DAVID LESTER KYRAC. SENESE Managing Editor dlester@sbpub.com ksenese@sbpub.com CORPORATE OFFICES BOB TUZIK 88 Pine Street, 23rd Floor, Consulting Editor New York, NY 10005 btuzik@sbpub.com Telephone (212) 620-7200 CORPORATE OFFICES Fax (212) 633-1165 55 Broad St 26th Fl. ARTHUR J. MCGINNIS, New York, N.Y. 10004JR. President and Telephone (212)Chairman 620-7200 Fax (212) 633-1165 JONATHAN CHALON ARTHUR Publisher J. MCGINNIS, JR. President and Chairman MARY CONYERS Production CHALON Director JONATHAN Publisher NICOLE D’ANTONA Art Director MARY CONYERS Production Director HILLARY COLEMAN GraphicD’ANTONA Designer NICOLE Art Director MAUREEN COONEY Circulation Director ALEZA LEINWAND Graphic Designer MICHELLE ZOLKOS Conference Director MAUREEN COONEY Circulation Director CUSTOMER SERVICE: 800-895-4389 Reprints: PARS International MICHELLE ZOLKOS Corp. 253 West 35th Street 7th Floor Conference Director New York, NY 10001 CUSTOMER SERVICE: 800-895-4389 212-221-9595; fax 212-221-9195 Reprints: PARS International Corp. curt.ciesinski@parsintl.com 253 West 35th Street 7th Floor New York, NY 10001 212-221-9595; fax 212-221-9195 curt.ciesinski@parsintl.com
I
should have never had the lemonade. After the second glass, my brain checked out. It was a hot and steamy August day, the perfect day for my Dad to haze my initiation into becoming a man. Since my parents divorced when I was 10, my superior was trying desperately to show me the ropes of life ... to get me accepted into the tribe. Drywall construction, painting, attic clean-outs, and, of course, lawn mowing. I was charged with mowing his lawn in Clarendon Hills, Ill. It was really a cakewalk that I made into a death march. However, on this hot and steamy day in August he found the perfect grounds to break my adolescent spirit. One of his friends needed his lawn mowed. They owned a house on a corner lot that had to be at least a quarter of an acre. I was left to my own device: a true push mower. I attacked the project with vigor, for about 20 minutes. I kept on looking at the immense lot, and with every look my motivation shrank. I tried dividing the area up into squares. When that didn’t work I moved to the front lawn, which carried a considerable amount of shade. It didn’t help. I couldn’t breathe (yes, I could) and I was seriously dehydrated. I went in and asked for a drink, and was offered a lemonade. Then came a second glass. Man, the air conditioning felt so good. Mentally I was done. I told the wife that my asthma was acting up and I could not go any longer. My Dad picked me up, and I think he had to finish the job the next day. I walked off the job. In early May, Purple Line Transit Constructors (PLTC) were planning on leaving Maryland’s Purple Line project. It had nothing to do with lemonade, but apparently the workers were not drinking the Kool-Aid. Frustrated with delays and a disagreement with the state, PLTC was done with it all, and according to the design-build contract if delays exceeded 365 days crews had the right to walk. The Purple Line project has been held up for
976 days. PLTC wants to be compensated financially. Much of the strangle hold has been caused by lawsuits, three of them to be exact. Many large construction projects carry the threat of a pro-nature group to take them all the way to court. Court-related delays should be part of the contract. There is nothing the state or Purple Line Transit Partners (PLTP), the investment group that is a major part of the $5.6 billion, 36-year public-private partnership (P3), can do to prevent lawsuits. COVID-19 also has a bit part in all of this. Workers were put in quarantine for 14 days when it was discovered someone who worked for the gas company and was on the jobsite came down with a case of coronavirus. I do not know how the state can be held accountable for matters out of its hands. Then again, I do not know how the state could agree to such a delay clause in the contract, knowing that this project disturbed the footprint of some environmentally sensitive areas. Many are trying to claim P3s are the construction arm of the future. This case breaks that arm in several places. Both sides have been involved in negotiations in an attempt to prevent the walk-off, and PLTC will provide a 60- to 90-day transition period while PLTP finds another building partner. It’s not like you can pull one off the shelf. Oh, and by the way, that third lawsuit is still hanging around the courts. I guess the question is now what construction group wants to inherit this web that has so many victims tangled in it? It’s going to be hard to make this job change look refreshing.
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 2020. 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.
June 2020 // Railway Track & Structures 3
STREAMLINING
4 Railway Track & Structures // June 2020
rtands.com
STREAMLINING
JUST REST IT HERE
Photo Crediit: Chicago Transit Authority
Although it looks like a crane has placed a Harsco 6700SJ2 tamper on top of a building, the piece of equipment is actually being carried over to tracks in Chicago. Earlier this year the Chicago Transit Authority (CTA) kicked off the Lawrence-to-Bryn Mawr Modernization Project. Photo courtesy of the CTA.
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.
rtands.com
June 2020 // Railway Track & Structures 5
TTCI R&D
Performance of Under Tie Pads in a Curve at FAST Understanding the effect of UTP properties on track performance Yin Gao, Sr. Engineer I, Michael McHenry, Principal Investigator Transportation Technology Center, Inc., ShuShu Liu, former graduate assistant Penn State University
T
ransportation Technology Center, Inc. (TTCI) continues to study a variety of methods designed to improve overall track performance. One such method focuses on the concrete tie and fastener system designs, more specifically the use of under tie pads (UTPs). UTPs have been used in various applications both to reduce the impact of loading on ballast and to decrease the track modulus, particularly in stiffer areas of track, which include bridges and special track work. UTPs also are used to reduce degradation and settlement in track stiffness transitions. In 2009, concrete tie test zones with and without UTPs were installed in a test curve at the Facility for Accelerated Service Testing (FAST) near Pueblo, Colo. Since then, observations of increased ballast migration in one of the under-tie pad zones compared to the control ties without UTPs have highlighted the need to further understand the effect of UTP properties on track performance. In 2009, five zones of concrete ties were installed in a 5°, 4-in. superelevation curve at FAST. Out of these five zones, two zones were conventional concrete ties with two different UTPs; and one control zone was installed with conventional concrete ties only.1 These test zones were part of a broader, long-term test focused on studying the performance of a variety of concrete tie and fastener system designs given the heavy axle load traffic at FAST. The study in this article is focused on the performance of the UTP concrete ties during the 1,500-MGT accumulated during the test, and gaining a better understanding of the role of UTPs in track quality. Test setup Three of the five test zones mentioned were 6 Railway Track & Structures // June 2020
established primarily to evaluate the performance of UTPs. The control zone has 100 conventional concrete ties; Zone 1 (UTP 1) has 100 conventional concrete ties with a factoryinstalled (cast-in) elastic under-tie pad; and Zone 2 (UTP 2) has 100 conventional concrete ties with a field-installed (epoxied) elastoplastic foamed under-tie pad. Figure 1 shows the layout of these zones at FAST. The ties in each of the zones were spaced at 24 in. apart. Heavy axle load tonnage accumulated on the test zones using a train consisting of mostly 315,000-lb (39-ton axle load) cars. The train operated at 40 mph, at about 1.7 in. of overbalance speed for the curve. Track geometry was maintained to Federal Railroad Administration (FRA) Class 4 track safety standards. Gage face and top-of-rail lubrication were used for this curve. Inspection and observations Figure 1 also shows the condition of these pads during an inspection after 900 MGT of tonnage accumulation. UTP 1 showed little embedment of ballast particles and minimal tearing/ damage to the pad. UTP 2, however, showed signs of ballast particle embedment and plastic deformation of the UTP (red arrow). Delamination occurred in some areas where UTP 2 had been epoxied to the tie. The epoxy was applied in the field, possibly contributing
to the delamination. Application of the epoxy in a more controlled environment may potentially result in a more durable bond. Ballast migration Overall, there were no FRA Class 4 geometry exceptions in any of the three test zones through 900 MGT, and none of the zones have required track surfacing or alignment since installation. Furthermore, historical track geometry data has shown no substantial differences between the zones.1 However, ballast migration (from high side to low side) was evident in one of the UTP zones (Zone 1) and has required ballast regulation approximately every 100 to 200 MGT. Alignment defects would have been more likely without ballast regulation. Greater ballast migration in Zone 1 in comparison to Zone 2 might result from the difference in the UTP properties, where UTP 2 can deform plastically to embed ballast to increase the tie lateral stability. Vertical track deflection Figure 2 shows the relative vertical track deflection (loaded car deflection minus empty car deflection) in the three zones: 1) after installation in 2009; 2) after 142 MGT; and 3) after 262 MGT. Based on this comparison, it can be clearly seen that the vertical track deflections in
Figure 1. The two UTP zones and control zone at FAST.
rtands.com
TTCI R&D
Zones 1 and 2 (both with UTPs) were greater than those in the control zone, indicating UTPs add both track resiliency and decrease track stiffness. Zone 2 had the greatest track deflection, suggesting that the UTPs in this zone had the most significant resilient characteristics. Ballast movement measurement An innovative wireless sensor known as a “SmartRock” was used to measure dynamic ballast particle movement under train passages at FAST. Developed by Penn State University, SmartRock is a device consisting of three components: a tri-axial gyroscope (rotation), a tri-axial accelerometer (translation), and a tri-axial magnetometer (orientation).2 It can wirelessly monitor ballast particle movement under dynamic train loading by transmitting data to a laptop or phone via a Bluetooth connection. The objective of this test was to understand and compare the behavior of the ballast at the tie-ballast interface for each of the three test zones at FAST. One SmartRock sensor was placed at each of the three ties—one in each test zone. Four additional SmartRocks also were installed at each tie—below the low, center, and high sides of the tie, as well as in the crib adjacent to the tie (Figure 3). Each test tie was then carefully removed without disturbing the ballast bed; SmartRocks were used to replace ballast particles of similar size; and the tie was carefully placed on top of the SmartRocks. Ten FAST train laps (about 0.1 MGT) were used to consolidate the ballast prior to the data collection. Subsequently, data was collected for 15 laps of the train operations after the consolidation laps. The acceleration measured by the SmartRocks showed that both UTP zones had lower vertical accelerations than the control zone. This is likely due to the resiliency the UTPs added at the ballast-tie interface. The measurements also showed that the lateral acceleration of UTP 1 (Zone 1) was greater than the other two zones. This may suggest a lack of dynamic lateral stability at the ballasttie interface and appears to correlate with the increased occurrence of ballast migration in this zone. Figure 4 shows the measured rotation of the SmartRocks under the high side of the tie in each zone during the first four train laps. The SmartRocks rotated during each train passage and remained stationary (in a horizontal line) between each train passage until the train looped back. In general, the SmartRock rotation was significantly increased by the inclusion of UTPs as compared to the control zone. In the control zone, the SmartRocks rotated less rtands.com
than 1°. SmartRocks in Zone 2 appeared to rotate less and less during each of the four passes (from an initial 2° to 0.5° during the fourth lap). However, the rotation in Zone 1 was the highest and did not show the same level-off trend as Zone 2. By the end of the fourth lap, the control zone had 0.5° of total rotation, UTP 1 (Zone 1) showed 6.8° of rotation, and UTP 2 (Zone 2) ended up with 5.3° of rotation. Conclusions and future work
This study has focused mainly on the performance of UTP concrete ties on a curve at FAST. Research to date on UTPs has shown that they are successful in reducing track modulus and improving the consistency of load transfer into the ballast in particular applications. Also, the elastoplastic UTP allowed for a much higher degree of ballast particle embedment and plastic deformation of the UTP. This behavior appears to reduce ballast migration in the test zone. However, the elastic UTPs may increase ballast
Figure 2. Relative vertical track deflection in all zones.
Figure 3. Instrumentation locations prior to tie being slid back in over the top of SmartRocks.
June 2020 // Railway Track & Structures 7
TTCI R&D
considered and designed depending on the specific applications. Future research on UTPs will focus on the development of recommended design criteria and testing methods incorporated into the American Railway Engineering and Maintenance-of-Way Association (AREMA) Manual for Railway Engineering. Acknowledgement TTCI appreciates continued input from AREMA committees, as well as ongoing support and guidance provided by the Tie and Fastener Technical Advisory Group.
Figure 4. Particle rotation measured during train passes.
particle movement at the ballast-tie interface, especially in the lateral direction. Zone 1 with the use of elastic UPTs experienced ballast migration, requiring ballast regulation every 100
8 Railway Track & Structures // June 2020
to 200 MGT in this test zone. As this study suggests, the properties of UTPs (stiffness, damping, and elastic vs. elastoplastic behavior) need to be carefully
References 1. Mike McHenry and Joseph LoPresti. October 2015. “Concrete Tie Testing at FAST to Address Improved Track Strength.” Technology Digest TD-15-031. AAR/ TTCI, Pueblo, Colo. 2. Shushu Liu, Hai Huang and Tong Qiu. 2015. “Laboratory Development and Testing of ‘SmartRock’ for Railroad Ballast Using Discrete Element Modeling.” Proceedings of the 2018 Joint Rail Conference. San Jose, Calif.
rtands.com
SIT AND LISTEN William C. Vantuono Railway Age
Bill Wilson
Railway Track & Structures
Railway Age, Railway Track & Structures and International Railway Journal have teamed to offer our Rail Group On Air podcast series. The podcasts, available on Apple Music, Google Play and SoundCloud, tackle the latest issues and important projects in the rail industry. Listen to the railway leaders who make the news.
Kevin Smith
International Railway Journal
Podcasts are available on Apple Music, Google Play and SoundCloud
BALLAST MAINTENANCE
WHAT’S UNDERNEATH THE TRACK COUNTS 10 Railway Track & Structures // June 2019
rtands.com
BALLAST MAINTENANCE
I
A look at the importance of track geotechnology
Photo Credit: David C. Lester
By David C. Lester, Managing Editor
rtands.com
n 2018, a CSX freight train derailed in Alexandria, Va., traveling on a curved section of track along the former mainline of the Richmond, Fredericksburg & Potomac. CSX acquired the RF&P in the early 1990s. The National Transportation Safety Board (NTSB) reported that the probable cause of the derailment was “a subgrade fill failure of the track structure that displaced a large area of ballast under the low rail of the track ... resulting in a cross-level deviation of the track significant enough to allow a wheel-climb derailment.” The NTSB report also noted investigators found no evidence that CSX had failed to maintain and inspect this area of track in accordance with FRA regulations. The NTSB report said that light rain was falling at the time of the derailment, and over 5 in. of rain had fallen in the area during the 10 days before the derailment. As most readers know, water is the archenemy of track stability, which is why experts in this area continuously preach drainage, drainage, and drainage. Despite the a railroad’s best efforts to ensure that tracks and subgrades are free of moisture, any road can develop a drainage problem. Most of the mainline track in America today was initially laid in the late 1800s when engineering managers did not understand the ideal way to prepare the subgrade layers to support the track structure. According to David Clarke, director of the University of Tennessee’s Transportation Center, “Subgrades on many of the rail lines today are not as good as they would be if the track were built today.” Of course, today’s rail lines are regularly maintained, with rail, ties, fasteners, and ballast receiving careful attention and being replaced or refreshed at regular intervals. This maintenance has kept the track stable and safe for heavy and higher-speed trains. However, unless a railroad is building a brand new line, it would be prohibitively expensive to replace the subgrade layers of the existing track. The entire line must be taken out of service to remove the track and reconfigure the subgrade, which is an expensive process in and of itself. The amount of time the track would be out of service would hamper operations, likely resulting in lost revenue. By the book An ideal blueprint for building the subgrade for new track is found in the classic book Track Geotechnology and Substructure Management by Ernest T. Selig and John M. June 2020 // Railway Track & Structures 11
BALLAST MAINTENANCE
Waters, first published in 1994. Chapter 2 of this book describes the ideal configuration of the track substructure and superstructure (from the ties up). Building new track requires the natural ground formation area to be chosen and smoothed, with soil placed on top of that to form the subgrade platform. (1) Next, a layer of sub-ballast should be added, which generally consists of “broadly-graded naturally occurring or processed sand-gravel mixtures, or broadly-graded crushed natural aggregates or slags.” (2) Then, there will be a section of old ballast that is deep enough not to be disturbed by tamping, with a layer of “top ballast,” which is the newest layer of ballast, and disturbed by tamping. (3) Above this is the ballast that sits between the ties, and the ties and rails (referred to as the superstructure) complete the track structure. (4) Prolonged heavy rainfall can impact the most stable substructures, but so can the type of land on which the railroad sits. For example, roads originally built on unstable or soft terrain require frequent attention to drainage management. William Brosnan, president of Southern Railway from 1962 to 1967, worked in engineering for much of his time with Southern. When he was a Division Superintendent in Birmingham during World War II, he dealt with constant drainage problems at a couple of locations on the railroad, including a location near Gadsden, Ala. (5) Brosnan’s solution to this problem was to use a pile driver to drive a piece of
timber 12 ft long and 12 in. in diameter into the substructure, then pull the piece of timber out and fill the hole with sand. The sand mixing with clay in the substructure provided greater stiffness and allowed water in the substructure to drain. This process proved to be an excellent remedy to the track stability problems in these areas. (6) While proper drainage is essential to maintain track stability, retired rail engineer Mike McGinley points out that “some moisture is needed to obtain satisfactory compaction and strength (imagine dry sand—it simply does not pack down). Too much moisture holds the grains away from each other and lubricates them, preventing good initial compaction and weakening a once-compacted embankment.” The type of soil used when building a new line or performing major refurbishment of an existing one is critical. McGinley added, “the process includes compacting sample soils along the proposed embankment with a range of moisture contents, then computing the resulting strength to determine the optimum moisture content. Construction inspectors then take samples of in-situ soil from the completed embankment to measure the resulting strength; finally, inspectors measure moisture content from these samples or (more commonly) hand-held sensors.” Care in ensuring the right moisture content in the subgrade is only as effective as the quality of drainage from the ballast and the subgrade. McGinley added, “when
drainage ditches fail to control the soil moisture, then water accumulates where it then saturates the soil. This saturation weakens the embankment. Most commonly, this becomes a localized small collapse, which is repaired by jacking up the track and adding ballast. Another problem with too much moisture is that it changes the soil on top of the embankment to a liquid mud that rises through the ballast. This mud slurry is pumped up and out by the crossties as they deflect down under wheel loads and rebound between passing axles. This action is the cause of muddy spots, which are both localized depressions in the track and are locations where the muddy ballast retains moisture instead of letting it drain off to the sides.” Staying in the pocket The NTSB report of the CSX derailment mentioned that a geotechnical analysis firm found that “there was a concentration of water in a ballast pocket which saturated the slope in the failure area.” A ballast pocket is a local subgrade irregularity that is the result of the embankment’s settlement that has been filled in with ballast by track maintenance crews as they raise and level the track. Commonly, the subgrade is not pervious enough to drain water away from the ballast pocket, and it becomes, unintentionally, a local water reservoir that keeps the subgrade saturated. Over the years, they can become several feet deep. According to Clarke at the University of Tennessee, three significant types of subgrade and ballast failures can occur:
BI DIRECTIONAL BALLAST PLOW • • • • •
SAFEST method of effectively leveling ballast Center Mounted Install Bi-Directional Plowing Self-Articulating Blades 200+ currently operating in field
TARP COVERING SYSTEM • Reduce the cost of frozen ballast • Covered empty cars up to 35% fuel efficiency
Made in Montana, USA | www.montanahydraulics.com | dehlke@mthyd.com | 406-449-3464 xt 1005 MontanaHydraulics_Final2.indd 1
12 Railway Track & Structures // June 2020
10/1/19 10:17 AM
rtands.com
BALLAST MAINTENANCE
• Moving water that erodes fill material— heavy rainfall generates fast-moving water along the track; • A slide failure—happens with steep slopes on the fill. When it’s dry, it holds in place, but if you get rising water, it gets into the fill material and contributes lubrication so that layers can slide down the hill; • A rotational slide—down and rotary movement—happens when the fill material gets saturated, and the slide has a semi-circular pattern. This slide is the most common type of failure. A washout can occur with heavy rain with so much fast-moving water that it simply sweeps away the entire track. Water flow is either parallel to the track or can come from the side. Traditional inspection and preventive maintenance practices have been based almost entirely on visual inspection plus monitoring the track surface. Visual inspections can detect unusual water accumulations due to blocked drainage ditches, diversions of water from the right-of-way,
rtands.com
and plugged culverts. Ditches can become blocked due to vegetation, debris, and sedimentation; the remedial action is to clean it out using anything from hand shovels to backhoe tractors to the old Jordan Spreaders. Visual inspection also can detect mud spots. The remedial action is usually two steps to create a way for that area of ballast to drain away such as a small local pipe or a ditch filled with coarse rock (a “French Drain”) and to remove the fouled ballast and mud and replace it with clean ballast. A key challenge of visual inspection methods is that the inspector sees the same condition repeatedly. It becomes challenging to determine precisely when it has become a candidate for remedial action or an outright track safety failure. It becomes a very subtle management decision as to when to take remedial action given budget and track access issues. Inspections by higher-level engineering officials and perhaps the correlation between track geometry data (for the small local depressions and cross-level conditions) and data
from ground-penetrating radar (GPR) if it is available can help choose remedial actions. GPR has become a useful tool that can see high moisture content in the trackbed. Ballast pockets can be identified by GPR, as they are not easily detected visually. As mentioned earlier, water is the archenemy of railroad track stability. Track drainage must receive constant attention, and the problems that lack of drainage can cause must be clearly understood. Notes 1 Ernest T. Selig and John M. Waters. Track Geotechnology and Substructure Management (Heron Quay, London: Thomas Telford Services, Ltd., 1994), 2.2 (hereafter cited as Track Geotechnology). 2 Track Geotechnology, p. 2.2. 3 Track Geotechnology, p. 2.2. 4 Track Geotechnology, p. 2.2. 5 Charles O. Morgret, Brosnan: The Railroads’ Messiah (Volume1) New York: Vantage Press, 1996, 155 (hereafter cited as Brosnan). 6 Brosnan, 155-156.
June 2020 // Railway Track & Structures 13
UAS INSPECTIONS
14 Railway Track & Structures // June 2020
terrain mapping) and LiDAR (geometric measures and terrain modeling).
ARE used a drone to inspect the Ohio River Bridge.
Stepping into it There are many advantages to utilizing drones for railroad bridge inspections that include: 1) UAS allow inspectors to view a structure in a way that encompasses the “global geometry.” In this way, the inspector can view the structural integrity of small components of the bridge, while also being able to view those components in conjunction with the surrounding structure. This helps to clearly convey the bridge conditions to the bridge owner; 2) By providing a quick, detailed overview of an entire bridge, especially the difficult-to-access areas, inspectors can easily determine where additional hands-on inspection will be beneficial. This enables inspectors to focus their tactile inspection efforts and limit the need for climbing and other equipment, thereby mitigating risk and safety incidents; 3) When a condition that requires monitoring is located, the inspector can mark the spot when performing the tactile inspection. UAS with high-definition photography can then be used to perform ongoing monitoring; 4) Using UAS on large, complex bridges significantly improves overall productivity and allows the bridge to be viewed without fouling the track; 5) The flexibility to use a multitude of sensors to capture data and provide alternative perspectives. Consistent annual documentation can provide a useful history for assessing changed conditions over time or impacts from catastrophic events; 6) Data can be organized and tagged. Essentially fixed to a known location “in space” and time-stamped (i.e., geo-referenced). This ensures organization, avoidance of lost information or orientation and integrity of the data captured. The following is a typical workflow (process) for a UAS application on a railroad bridge inspection that assumes the flight and ground crews have obtained the necessary FAA Part 107 Pilot Certificate and have a registered commercial drone. Step 1: Initial plan review. Make sure the deliverable and work environment are clearly understood and that you’ve checked the FAA airspace or LAANC (Low Altitude
Authorization & Notification Capability) for any restrictions requiring specific waiver requirements or use and whether or not on-site waivers can be obtained. Step 2: Scoping. Establishing safety protocols and procedures. This cannot be stressed enough. Every application and flight “has a different twist to it” and ensuring that you are always operating within safety limits is mission critical. And performing risk assessment based on site conditions that could result in: A) Injury to personnel or bystanders due rtands.com
Photo Credit: ARE
B
ridges and drones. Now that’s a combination. But why? Are there direct benefits of applying UAS/drones in the inspection of railroad bridges? And if so, for what reasons? Answering these questions might seem obvious. However, there’s quite a bit to consider, especially when you factor in safety procedures, risk assessments, airspace approvals, mission planning, travel logistics, defect recognition, situational awareness, obstacle avoidance, photo capture, data management, training proficiency, and much more. The successful use of UAS technology in bridge inspections is complex. It requires expertise in piloting, a variety of equipment and sensors, experience with photography, knowledge of everchanging FAA regulations, and careful planning by the engineer and pilot to implement effective datacapture plans. Additionally, implementing a UAS program involves considerable investment in equipment, training, policy development, and understanding the risks associated with the technology. We are frequently asked two questions: 1) Will utilizing drones displace the use of equipment such as “snooper trucks” or physical tactile inspections? 2) What are the advantages and different applications for utilizing drones on railroad bridge inspections? Both are great questions. The short answer to the first question is “no, the use of a drone will not remove the overall need for a snooper truck.” At least not on more technical and detailed bridge inspections. However, the extent to which snooper trucks or equivalent equipment are required is reduced and focused on more exact inspection points with a better understanding of pre-existing conditions and the data-collection requirement. The same applies for climbing or repelling off bridge structures for tactile access. In terms of the second question, there are just too many critical measurements and risk factors to say that any one method alone (drone, snooper truck, tactile, etc.) is best. Utilizing one method (tool) or some combination of all three is dependent on the priority ranking, bridge type, environmental conditions, risk assessment, and data to be collected. The advantage of having drones and various sensors in your tool bag is the safety, variety, and efficiency with which data can be collected. UAS data collection can include high-resolution video, still images, thermal (surface delamination), photogrammetry (global geometry and
UAS INSPECTIONS
ORDERING
A COMBO
to UAS contact; B) Damage to UAS equipment due to loss of control or pilot error; C) Damage to manned aircraft and UAS due to a collision; D) Injury to personnel due to slips, trips, and falls; E) Damage to a train; F) Injury to personnel due to locomotive or vehicle on the track. Make sure you have adequate insurance coverage. The closer you operate to the bridge and encounter GPS shadow (having to fly without a good aircraft positioning rtands.com
signal), the higher the risk of an incident. You must know when to “bring the aircraft home” with plenty of fuel (electrical power) as well as avoiding surrounding obstacles such as wires, trees, birds, the bridge, etc. Step 3: Flight operations. Determining which aircraft is the right choice for your application while maintaining an acceptable risk tolerance. This requires a thorough understanding of the bridge configuration and a detailed capture plan. In many cases tall or otherwise inaccessible timber bridges can use the DJI Mavic or equivalent (depending on your choice
Bridges and drones go together perfectly when it comes to inspections By David Anderson, P.E., and Nick Ray, EIT
for the U.S. or foreign made). Larger steel bridges will require aircraft that can carry higher-resolution cameras with the ability to swap out the lens for greater optical zoom ranges, allowing you to fly further from the structure or tighten up the frame to see exactly what you desire without losing optical resolution. Another important feature is the ability to carry a top-mounted camera for underneath inspections, or even two cameras at once (for instance, a high-resolution zoom and thermal). And check aircraft (DJI or equivalent) “zoning” for consistency with FAA airspace, and if inconsistent, check for June 2020 // Railway Track & Structures 15
On timber bridges, a drone can identify caps that have signs of distress.
any required updates (constantly changing within DJI software). Step 4: Mission plan. Compile scope of work and procedures to perform inspection safely and efficiently. We rely heavily on our Standard Operating Procedures for UAS Operations, UAS Safety Manual, and experience from operations and training exercises. The same goes for developing operational procedures that support consistency in how teams are dispatched, aircraft are operated and maintained, lessons learned documented and communicated, etc. Knowing the right software to use for mission planning and flight recording is a must, and once you decide, standardize as much as possible. Step 5: Post processing. It is critical in post processing that the data collected (imagery, etc.) during flight operations is captured at the correct resolution, orientation, file type, location, etc. Making sure that the deliverable expectations are a part of the upfront briefing (before the mission is flown) will help the post processing team achieve the best results. There’s nothing like organizing a mission to find that the data is not useable. Tagging pictures and annotating if possible is another key step. Step 6: Report generation. Understanding what data sets are important to include in the final report and the information you’re trying to convey is important for the post-processing step. It helps ensure that the data can be used and incorporated 16 Railway Track & Structures // June 2020
into whatever format (paper, digital, etc.) the final report is delivered in. This is an area that can be developed into a standard workflow once the proficiency of your datacollection process improves. Step 7: Data delivery. Decide what deliverables are best for each type of bridge inspected and how those deliverables are to be captured, organized, edited (postprocessed), and managed. Data management is among the greatest challenges when capturing hundreds, even thousands, of high-resolution images, video or point clouds (GIS data). Make sure every flight and project includes a debrief. This is one of the most important steps in the operations and safety procedures for preventing future incidents and keeping everyone safe, equipment included. Timber and steel Timber bridges, in all cases, are going to require sounding or other means to determine the “soundness” of the timber member (internal hollowness or rot, while also determining the extent of exterior rot). In most timber bridge cases, “free climbing” the bents (as bridge inspectors are allowed per FRA ruling) allows for the entire structure to be inspected and assessed in detail. As timber bents start reaching two or more tiers, free climbing can become problematic (greater than a single layer of lateral “sway” bracing, typically greater than 14 ft 6 in. high for the AREMA-recommended max height for a timber trestle of 18 ft height from ground line to rail).
This is where the use of a drone comes into play. A drone makes for quick and safe photo and/or video documentation of the visual status of a cap and can identify caps that have visual signs of crushing, pile punching, and splitting, providing the inspector valuable information. The other notable point for drones on timber bridges and others is to get a view of the substructure and superstructure over high/swift water where wading or the use of a boat simply isn’t possible. This allows the inspector to make better-informed decisions on the timing of follow-up inspections. The most notable steel bridge case to date for ARE is the augmentation of UAS into our inspection of the Ohio River Bridge, a nearly 4,000-ft bridge with a 20-span deckplate girder (DPG). This bridge includes a trestle approach on the Ohio side of the river, which leads into a five-span thrutruss river crossing, followed by a 37-span DPG trestle approach on the West Virginia side of the river. ARE utilized UAS to speed up the inspection process to view and document highelevation girder bearings as well as tower bearings built up on high elevation. The UAS also aided in inspecting inaccessible stone pedestals for both approach DPG trestles. The higher-level UAS equipment really shines with the five-span thru-truss river crossing. The first time ARE inspected this bridge, we used a combination of snooper truck and climbing to accomplish this task. Accessing the bridge floor system of these spans required extremely slow-moving snooper trucks that needed to be carefully articulated through the vertical and diagonal truss members in order to provide access for an inspector under the bridge. Alternatively, UAS flights provided highresolution photos of all areas of the floor system, while keeping personnel safely on the ground. There was a much higher rate of data capture, without fouling track and restricting train traffic. The findings were then followed up with climbing or snooper trucks as needed, in order to address areas identified by the data captured by the UAS. The application for utilizing UAS with railroad bridge inspections is tremendous. The benefits include safety improvements, productivity increases, and cost reduction, and the variety of data types that can be collected are extensive. Considering the different tools that are available, the UAS provides a unique vantage point in how one approaches the inspection process. Fly safe. rtands.com
Photo Credit: ARE
UAS INSPECTIONS
GRADE CROSSINGS
L.B. Foster’s Anti-Trespass Panel.
ARMS UP IN
CELEBRATION Photo Credit: L.B. Foster
Much of grade-crossing industry doing well because of pandemic
A
rms are not getting in the way of those servicing the grade-crossing market in North America. With the COVID-19 pandemic taking productivity by the tail during the first quarter of 2020, more grade crossings are being serviced than in years past. Arms might be outstretched to stop many American workers, but railroad crossing gate arms are welcoming more workers as rail traffic slows down. rtands.com
By Bill Wilson, Editor-in-Chief
“The pandemic has accelerated many current crossing projects as the railroads are taking advantage of the stay-at-home order resulting in less traffic affected by road closers,” Bob Cigrang, vice president of Sales and Marketing for Omni, told RT&S. Cigrang added the market for Omni today is what it was for 2019 in terms of railroad and transit work. Mark Mottola, national sales manager for Omega Industries, Inc., shares in Cigrang’s
enthusiasm. Mottola said the crossing industry appears to be immune from the current COVID-19 virus. “In fact, it may be part of the reason demand has been so high the first quarter of this year,” he told RT&S. “Freight rail is considered vital to the movement of goods in an effort to keep our economy thriving. As a result, main line and short line crossing sales have been very good so far this year.” For American Concrete Products, the June 2020 // Railway Track & Structures 17
GRADE CROSSINGS
industry are experiencing slower times due to projects being canceled, which is a worry moving forward as transit agencies continue to suffer huge losses in revenue during the pandemic. “The railroad industry will stay strong, but timing for return-to-business as normal and market growth still depends greatly on getting to the other side of COVID-19,” Linda Thomas, president of LT Resources, Inc., told RT&S. The following is what companies are currently offering in the grade-crossing market.
honey hole has been with transit and highspeed rail. “Transit and high-speed rail projects are being constructed at an all-time pace,” Buz Hutchinson, railroad sales and services
www.amconco.com
18 Railway Track & Structures // June 2020
manager for American Concrete Products, told RT&S, “and many new intermodal yard projects are being constructed.” However, it is not all fireworks and sparklers. Some in the grade-crossing
L.B. Foster Company Following L.B. Foster’s introduction of the Anti-Trespass Panel (ATP) to the North American market in 2017, broad market acceptance has been seen in transit and freight rail applications. According to Sarah McBrayer, general manager, Transit Products, “The ATP is a safety solution for rail grade crossings, platforms, right-of-ways, bridge access and yard entrances, providing a passive deterrent to pedestrian foot traffic. Made from environmentally friendly 100 percent recycled rubber, they are available in several different styles to provide great flexibility for specific site requirements. The ATP’s unique cone design provides an uneven surface that is not conducive to walking upon. Results published last year in a study by the Federal Railroad Administration to evaluate the effectiveness of the ATPs on pedestrian behavior indicates that over a 60-day period there was a 38 percent reduction in trespassing incidents. Several large transit agencies have begun to install ATPs with the intention to implement system wide while other agencies are now testing them. Interest since product launch also has been generated among the North American freight railroads, both Class 1s as well as short lines and regionals. HiRAIL HiRAIL Corporation is currently modifying design features for its product with customer input. The company said it will have more information regarding these improvements in future months. HiRAIL manufactures a complete line of rubber-grade crossing surfaces including Hi-Rail, Pede-Rail and Hi-Rail Rail Seal. Hi-Rail Full Depth Rubber crossings are a “green” product, the company said, because its offerings are manufactured from recycled vehicle tires. The crossings also can be recycled at the end of their useful life. rtands.com
Photo Credit: Omni
Omni offers a full line of grade-crossing surfaces.
GRADE CROSSINGS
Hi-Rail Full Depth Rubber gradecrossing systems are intended to provide a smooth, safe and attractive crossing surface for motor vehicles, the company said. They are manufactured to accommodate most common rail sizes, rail fastenings and wood, concrete, composite, or steel ties. Hi-Rail Full Depth Rubber crossing systems are available in both lagged and lagless designs. The lagless design lessens crosstie degradation, as well as allowing for installation on concrete and steel ties. Pede-Rail is a pedestrian-crossing surface that meets Americans with Disabilities Act (ADA) requirements. Pede-Rail has all the features of Hi-Rail Full Depth Rubber and comes with a raised diamond surface for pedestrian stability. HiRail rubber rail seal is a product that works in conjunction with asphalt or poured-in-place concrete crossings and is manufactured to fit most common rail sizes on timber or concrete ties using all types of rail fastenings. During the past year, HiRAIL said the company has continued to see more requests
HiRAIL continues to see more requests for specialized products.
for specialized products to fit different track configurations, different concrete ties and different rail fastening systems. Jim Overfelt, director of Marketing and Sales, said he believes the demand in the
crossing surface business is driven by track maintenance and road maintenance. “The more maintenance on tracks or roads the more chance there is a need for a new crossing surface,� Overfelt said. “New
Noise/vibration issues? Solved. Our Under-Tie Pads are tailor-made resilient systems which reduce maintenance requirements, increase track quality, and provide excellent vibration mitigation.
Photo Credit: HiRAIL
For more information contact us at info@pandrol.com pandrol.com
Design.indd 1 rtands.com
11/05/2020 14:54:24 19 June 2020 // Railway Track & Structures
GRADE CROSSINGS
Omega says it is the largest precast concrete crossing manufacturer in the U.S.
transit start-ups and extensions of current systems also add to demand.”
Photo Credit: Omega Industries
LT Resources, Inc. LT Resources, Inc. supplies a complete
composite grade-crossing system, including composite ties for use under EnduranceXL composite panels to extend the life of the crossing. Endurance-XL Highway-Rail Composite Grade Crossings utilize durable,
recycled polymer materials and can be installed in a wide variety of applications. The panels, 8-ft 1 ½ in. long, are manufactured in 6 in., 7 ½ in. and 8 ¼ in. heights for use with most rail sizes and fastening systems. The panels are lagged down to 8-ft 6-in. or 10-ft timber or composite cross ties on 19 ½-in. centers. Panels are supplied predrilled and also can be drilled on-site when needed. Optional rubber flangeway filler, lag screws and composite ties complete the package. Both panels and ties can be recycled at the end of their useful lives. Composite crossties also can be used to extend the life of concrete and rubber crossings. The trend to use composite ties under grade crossings of all types continues to grow each year. Corporate sustainability goals and the desire to utilize durable “green” products with improved performance features have driven the demand for their products in the past and it continues today. Transit, port and industrial growth also drives the demand for LT Resources’ composite products. Railroads continue to look for cost-saving
20 Railway Track & Structures // June 2020
rtands.com
GRADE CROSSINGS
options while addressing the need for products with proven long-term performance and reduced maintenance/replacement costs. Although crossing budgets are sometimes reduced as necessary, investments in safety and improved infrastructure are still very important to our customer base. American Concrete Products American Concrete Products manufactures panels for any length of tie and any tie spacing. The company supplies 8-ft 1 ½-in., 9-ft and 10-ft-long panels that are manufactured with a non-slip surface that is sealed to prevent ion mitigation from salt and other chemicals. American Concrete delivers a high-quality, standardized crossing product that is in great demand with Union Pacific and BNSF and an expanding high-speed rail market. American Concrete Products is currently working to develop a new high-tech crossing panel with a more durable material to facilitate the heavy truck traffic. ACP production facilities in Dallas, Omaha, and Kansas City are AAR/
American Concrete Products is developing a high-tech crossing panel.
M1003- and PCI-certified with all QC staff certified by these organizations. American Concrete Products has a Ph.D.-led Engineering Design and Drafting Department which can assist with any new concepts.
“A certification is one thing, but the ability to apply new knowledge, with triedand-true quality processes, is what our people do for our products,” Hutchinson commented.
• TraCast™ • Heavy Duty • Steel Reinforced • Embedded Concrete Rubber
Photo Credit: American Concrete Products
• Improved Concrete Rail Guard™ VRA
Call for information or visit our website www.omnirail.com
“The Only Grade Crossing Manufacturer with the Full Product Line” rtands.com
800-275-9848 June 2020 // Railway Track & Structures 21
GRADE CROSSINGS
Hitachi Rail Hitachi Rail STS USA’s Model 95 Highway Gate Crossing Mechanism is completely re-engineered from earlier models, meets or exceeds AREMA and other industry standards, and responds to customer requests for a state-of-the-art mechanism built with both safety and value in mind. The mechanism’s modular design features an uncluttered mechanism with fewer moveable parts. Each unit part can be accessed and replaced in the field if necessary. The Model 95 Highway Gate Crossing Mechanism features a cast aluminum housing and cover, and is driven by an efficient and durable gear motor. The result is a smaller, lighter unit that is serviceable and stronger than other models. Other features of the Model 95 include heavy-duty coil springs for vertical and horizontal dampeners; availability with electronic motor control or vital relay; capability of indefinite motor staff; and higherstrength gears. Models are available for standard highway vehicle crossing locations, sites
with pedestrian sidewalks, and Hitachi’s Four-Quadrant Gate System. Industry-Railway Supplier, Inc. Industry-Railway Supplier has been supporting the end-user customers’ distressed crossing surfaces since 1966, and is the distributor of the FastPatch Distressed Pavement Repair (DPR) Railroad Kit, a product developed and manufactured by Willamette Valley Company (WVCO). Industry-Railway also is a distributor of AREMA track tools, abrasives, heavy railroad equipment, work equipment wear parts and mechanical shop tools to the railroads, transit systems and contractors in North America and Mexico. The FastPatch DPR Railroad Kit is a quick, easy-to-install, long-lasting repair method for distressed asphalt or concrete grade crossings, but also can be applied to parking lots, sidewalks, curbs, roadways, bridges or anywhere quick pavement repair is necessary. The DPR mixture is made from a unique polymer blend of recycled and renewable materials for permanent
T tal Track Management
Anti-Trespass Panels An essential safety solution that deters pedestrian traffic in rail grade crossings
patching made to last just as long as the concrete or asphalt surrounding it. Once mixed with the FastPatch Kicker (accelerator), this fast-curing repair is ready for traffic to resume in 45 minutes. Along with its minimal required site preparation, the DPR greatly reduces any interruptions in service and increases safety to maintenance workers and traffic alike. The DPR Kit is highly adhesive and self-contained with all items needed for the repair included in the bucket. It is also freeze-thaw resistant, and impact absorbent. Public safety is the driving demand for the DPR Kit. There has been an increased push for ADA compliance at hazardous grade crossings, which can be expensive to repair and also disruptive to traffic and train service. The DPR Kit is a cost-effective and fast repair solution for crossings, resulting in a quick and safe return to service. Omni Omni offers a full product line of premium grade-crossing surfaces, both concrete and
GET THE INSIDE SCOOP ON & OFF THE TRACK
A recent FRA study indicates a 38% reduction in pedestrian trespassing incidents when using our Anti-Trespass Panels. CONTACT: Jennifer Rohr jrohr@lbfoster.com 412.295.2132
lbfoster.com
RAIL BRIEF
The Weekly RT&S Email Newsletter Subscribe at: www.rtands.com/RailBrief
22 Railway Track & Structures // June 2020 QtrPage_ATP_Ad.indd 1
rtands.com 1 5/19/2020 RTS_RailBriefAd_QuarterPage_Final.indd 9:14:23 AM
1/9/18 12:20 PM
virgin rubber. They have a crossing product to fit any application. The following is a breakdown of what Omni offers: 1. Heavy-duty rubber crossings. Full-depth virgin rubber lagged down to wood ties. Available in sizes to fit 90- to 141-lb rail; 2. Steel-reinforced rubber. Made for heavy forklift loads available with solid flangeway; 3. VRA rail seal and solid molded full-depth rubber (not extruded); 4. TraCast Tub Crossing—no ties, new design with Pandrol clips; 5. Improved concrete—full-depth rubber on both sides of the rail; 6. ECR/Common Standard—Rubber attached to concrete panels; 7. Combinations of different products in the same crossing. Concrete gauge with rubber field panels; 8. Custom concrete panels for curves and turnouts. Omega Industries Inc. Omega Industries claims to be the largest precast concrete crossing manufacturer in the U.S. They own and operate plants in Washington, California, Nebraska, Texas, and North Carolina, and have over 1 million track feet of crossing panels installed in North America. Omega holds the current crossing contract with BNSF, Union Pacific, Canadian Pacific, and Alaska Railroad, and is the preferred supplier to a host of short lines, rail contractors, port and transit agencies. Their crossing system incorporates a pre-attached/replaceable, non-conductive rubber flangeway filler which creates a seal between the steel panel frame and rail. Omega’s product line includes: main line Common Standard lag-down panels, non-lag panels for use on concrete and steel ties, curved panels, custom turnout panels, DF track panels, and ADA-approved pedestrian crossing panels. Along with crossing panels, Omega has a tie pre-plating operation and can provide a crossing package including the concrete panels, plated ties, and fasteners. Omega manufacturing plants are AAR M-1003 certified, and employees are AWS and ACI trained and certified. All concrete, steel, and rubber products used in Omega’s manufacturing process are made in the U.S. Polycorp Ltd. Polycorp Epflex Railseal Interface, manufactured by Polycorp Ltd., is an extruded virgin rubber profile designed to absorb the destructive energy from both rail deflection and vehicular traffic for proven results in extending the expected crossing life. These beneficial results are achieved by maximizing the load support from adjoining materials and evenly distributing load bearing between the rubber, asphalt and rail while allowing sufficient isolation to absorb the destructive energies. Shaped to match the exact contours of the rail, Epflex Railseal protects the crossing against surface water and other contaminants. This sealing feature greatly reduces fouled and contaminated ballast to maximize structural support and maintain the integrity of the rail-fastening system. Eplock installation clips provide the ultimate clamping force, which ensures the sealing properties that have made Epflex effective, and will keep the ballast clean and dry. Designed to make the installation of Epflex Railseal Interface fast, safe, and precise, the concise Eplock clip profile allows for maximum compaction of asphalt with all working parts below tie line or tight to the rubber prohibiting adverse forces on the asphalt blanket. rtands.com
June 2020 // Railway Track & Structures 23
PRODUCTS
Track maintenance GRADALL INDUSTRIES, INC., has introduced the XL 5330 V model to its TrackStar collection of versatile railway maintenance machines, meeting the need for greater boom reach and lift capabilities. Designed for railroads, municipal railways, city transit systems and others involved in rail construction, repair and right-of-way work, the XL 5330 V is the largest model in the Gradall TrackStar collection. TrackStar models are distinguished by their low-profile telescoping, tilting Gradall boom design. With a 220° full boom tilt capability, without any loss of boom-end power, Gradall TrackStar machines can efficiently position attachments to productively build and repair rail crossings, grade and excavate slopes and ditches and cut back overhanging trees. For even more attachment positioning versatility, Gradall offers an optional hydraulic coupler on TrackStar models with 360° continuous attachment rotation and an extra 110° of tilt motion. The coupler also
accommodates a wide range of attachments designed for railway maintenance efficiency, which can be changed hydraulically from the operator cab. Among the available TrackStar attachments are excavating, ditching, dredging and pavement-removal buckets as well as a tree limb shear, single-tooth ripper, fixed thumb grapple, sleeper changer, sleeper layer, flail mower, a Kinshofer NOX rotator and a ballast tamper, bucket, broom, and blade. The Gradall rough-terrain wheeled undercarriage can efficiently travel over pavement and rails at speeds up to 20 mph, enabling them to get on and off track faster and move quickly over rails to work sides. The models have the extra security of automatic digging brakes as well as excellent stability to work at both sides of the track without the need for outriggers. Gradall also offers TrackStar models with automatic transmissions and highway-speed travel capability. Operators can drive these
models at speeds up to 60 mph, quickly accessing crossings and returning to the safety of the equipment yard without the need for a lowboy trailer. A host of standard operator cab features include air conditioning, removable front window, an adjustable seating module with built-in joystick controls, and a switch to select Gradall, SAE or Deere joystick patterns.
NEW
RAIL DRILL
Two Speeds • Compact Size Drills Holes Fast The NEW RB2SPD rail drill from Trak-Star is designed for drilling fast efficient holes. The drill incorporates a two speed gear box for using either the Carbide Tipped Twister Bits™ or the Black Twister Bits™. A more compact size makes the drill easy to get into tight spots. The RB2SPD 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 49 lbs. Hou-751 RTS.indd 1
24 Railway Track & Structures // June 2020
866-245-3745 www.trak-star.com Hydraulic & Gas Rail Drills • Hydraulic & Gas Rail Saws • Twister Bits Gas Impacts • Rail Accessories
5/27/20 1:50 PM
rtands.com
RESERVE YOUR EXHIBIT SPACE NOW
DALLAS SEPT. 13-16 The AREMA 2020 Annual Conference & Expo is an arena in which rail professionals can present the most recent advances in the various disciplines involved in the railway e n g i n e e r i n g f i e l d . T h i s eve nt provides an excellent opportunity for members of the railway industry to increase their railroad knowledge and technical expertise. Obtain your professional development hours for participating in the conference; the hours are subject to the individual state board’s final authority. Additionally, the exposition brings together a large and diverse group of railway engineering professionals who have the authority to buy products or advise their companies which products and services to buy. Expect to find new products and solutions from all segments of the industry: track, structures, passenger a n d tra n sit, m a i nte n a n ce-ofway, engineering ser vices and communications and signals. The AREMA 2020 Annual Conference & Expo is the premiere eve nt for railway e n gin e e rin g professionals. Join AREMA in Dallas Sept. 13-16 at the Hilton Anatole. Please visit www.arema.org for more information.
rtands.com
Message From The President
EDWARD D. SPARKS, II, P.E. AREMA President
C
2019-2020
oncern, restlessness, and hope are all justifiable, and each of you likely is experiencing all of these in varying proportions as the pandemic, subsequent restrictions and the results of each are playing out. This is uncharted territory in that this strain of virus is “novel” and therefore has not been encountered before. However, calamities have occurred and no doubt will occur again. In researching for this article, I looked to the AREMA archives for comments and reactions of our forebears to the pandemics of the past. The largest pandemic in the railway era was in 1918 and 1919, commonly referred to as the Spanish Flu. It had a worldwide toll of more than 40 million lives. One would think that previous association presidents of that era would have discussed the effects of such hardship and distress on both their colleagues and the railway industry. Surprisingly, they didn’t. Instead, there was much talk about the important role of the railway engineer in the Great War (World War I, 1914-1918). While that is understandable, even more intriguing were discussions of concerns that carry forward to this very day. The following excerpts are from Volume 21 for the Proceedings of the Twenty-First Annual Convention of the American Railway Engineering Association, p 19-26. Speaking to the challenges ahead, Tuesday, March 16, 1920, AREA President Earl Stimson, chief engineer maintenance, Baltimore & Ohio Railroad, called to order the Twenty-First Annual Convention of the American Railway Engineering Association at the Congress Hotel in Chicago, Ill. “ ... And now to consider briefly the problems ahead of
us ... it is quite probable that for this year at least new construction work will be light. The operating officer will have to give thought to utilizing the facilities he has to the maximum advantage. Perhaps by improved methods the capacity may be increased. “The work of the maintenance engineer is continuous. In times of plenty he is busy indeed, and his work is measured by quantity, while in times of penury it must be measured by quality, which calls for the highest qualities in the engineer himself ... I quote from that godfather of many young engineers, the revered Wellington, who in defining engineering says, ‘it is the art of doing that well with one dollar, which any bungler can do with two after a fashion.’ “The railroad offers today splendid chances for any bright, hustling young engineer graduate, either up through the engineering and maintenance department or through the transportation department. The work is exacting and the hours at times long, but he has only to look at the long list of prominent railroad officers, who started on the engineering corps and attained to positions comparable in compensation to the high positions in the industrials, to see rewards that may be his. “Your association is dependent upon the young railway engineer for its perpetuation. It is therefore the mission of the members of this association to present to the young engineer the advantages and possibilities of railroad service, and when he has entered that service to help him in every possible way toward the realization of those possibilities.” To the modern ear the language may be dated but the reality and principles are long lasting and still relevant. Pandemic-influenced economic fallout this year already has had an effect on railroad industry activities. Budgets of railroads, suppliers, manufacturers and service providers will all be challenged in the near term. Looking for ways to do more with less and to find improved methods are just as relevant today as they were in 1920. AREMA, like every association, is dependent upon the growth of membership throughout. We encourage growth with activities such as Meet the Next Generation and Student Showcase at our Annual Conference & Expo. The panel discussions give interested participants a real-world view of the demands and rewards of employment June 2020 // Railway Track & Structures 25
in this industry from those who are relatively new. As stated back in 1920, the work is exacting and the hours at times can be long. However, the railroad business is a fascinating place to earn a living. The networking sessions at these events provide an ideal venue for you to extol the advantages and possibilities of railroad industry service. Do your part to develop our future. Past President Stimson’s comments from a century ago are still relevant today. Factoring in the tremendous advancements over the past 100 years leads to the conclusion that we’re even better positioned to meet and overcome the challenges ahead. Indications that the curve is or will soon be flattened along with corresponding loosening of restrictions have given hope to the possibility that our AREMA Annual Conference and Expo in September in Dallas, Texas, may go on as planned. Regardless, stay healthy. Participate as you are able. Keep those trains rolling. See you on the railroad.
FYI
Registration will open soon for the AREMA 2020 Annual Conference & Expo, Sept. 13-16 in Dallas, Texas. For the latest information about conference keynote speakers, technical presentations, Expo, seminars and travel information, visit www. conference.arema.org. Order the 2020 Manual for Railway Engineering now. With more than 40 new or revised Parts, it’s the perfect time to get the 2020 Manual. Order online now at www. arema.org or contact mbruins@arema.org for more details. Be sure you’re seen by all AREMA 2020 Conference attendees by advertising in the 2020 AREMA Conference Proceedings. Visit www.arema.org for more information on advertising rates. Want to generate leads, promote a product and reach a target audience? Sign up for sponsorship at the AREMA 2020
Annual Conference & Expo. Please visit www.arema.org or contact lmcnicholas@ are m a.org for m ore inform ation on sponsorship investment opportunities. Did your summer internship get cancelled due to COVID-19? Trust the Railway Careers Network to help find your next opportunity. Employers, don’t forget you can post internships for FREE! Visit www.arema.org/ careers to post and review internships and other careers today.
FOLLOW AREMA ON SOCIAL MEDIA:
NOT AN AREMA MEMBER? JOIN TODAY AT WWW.AREMA.ORG
UPCOMING COMMITTEE MEETINGS *Committee Meetings happening during the AREMA 2020 Annual Conference & Expo in Dallas SEPT. 12 Committee 27 Maintenance of Way Work Equipment* SEPT. 12-13 Committee 5 - Track * Committee 24 - Education & Training * SEPT. 13 Committee 10 - Structures, Maintenance & Construction* Committee 6 - Building & Support Facilities* Committee 11 - Commuter & Intercity Rail Systems* Committee 14 - Yards & Terminals*
Committee 16 - Economics of Railway Engineering & Operations* Committee 17 - High Speed Rail Systems* Committee 18 - Light Density & Short Line Railways* Committees 11 and 17 - Joint Meeting* Committee 33 - Electric Energy Utilization* Committee 41 – Track Maintenance* SEPT. 16-17 Committee 38 - Information, Defect Detection & Energy Systems* Committee 39 - Positive Train Control* SEPT. 29-30 Committee 15 - Steel Structures Chicago
OCT. 1-2 Committee 8 - Concrete Structures and Foundations Montreal OCT. 19-20 Committee 30 - Ties Bonita Springs, Fla. DEC. 10 Committee 33 - Electric Energy Utilization Philadelphia JAN. 1 Committee 8 - Concrete Structures and Foundations San Diego FEB. 2-3 Committee 15 - Steel Structures Chicago
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.
26 Railway Track & Structures // June 2020
rtands.com
Highlights from the student poster competition By AREMA Committee 24 – Education & Training
L
Alex Christmas from Michigan Tech claimed first place in the Undergraduate Division.
ast year, students from across North America once again competed at the AREMA Annual Student Poster Competition held at the AREMA 2019 Annual Conference held in conjunction with Railway Interchange. The Poster Competition is one of the many student activities hosted by AREMA Committee 24. The Poster Session is open to any undergraduate or graduate student looking to present results from their projects carried out as either researchers at their universities or during time at internships/co-ops. The posters are presented to and reviewed by two panels of industry professionals who score participants on their content and relevance to railway engineering and construction. Last year saw a number of innovative exhibits presented by students that are actively engaged in learning and developing the railway industry. rtands.com
Each year has seen fierce competition between schools as the caliber of both the material and the presenters continues to increase; the 2019 competition was no exception. In order to honor the effort of participants and the quality of their work, Committee 24 would like to recognize the 2019 top-placing students who delivered outstanding presentations. From the Graduate Division: First Place Ethan Russell University of Kentucky Second Place Michael Schlicting University of Wisconsin—Madison From the Undergraduate Division: First Place -
Alex Christmas Michigan Tech Second Place William Dancey University of Kentucky Third Place Daniel Rappoport Illinois Institute of Technology The Annual Poster Competition provides students with a professional and technical forum for presenting their engineering projects, solutions, and endeavors while interacting with a full spectrum of industry professionals. We encourage students interested to submit applications to participate in the 2020 Student Poster Competition online at www.conference.arema.org. June 2020 // Railway Track & Structures 27
Dan Rappoport, Illinois Institute of Technology
William Dancey, University of Kentucky
The Railway Educational Bureau Basic Principles of Track Maintenance
Your Guide to Railway Signals Your Guide to Railway Signals is an excellent guide for training signal personnel especially railway cross-function managers, supervisors, and support personnel. High-quality graphics and diagrams have been used throughout. Complies with all standards and commonly used practices.
Basic Principles of Track Maintenance progresses from an overview of the basic track structure to examinations of its components and ends with a comprehensive look at turnouts and right-of-way.
BKTMB
Basic Principles of Track Maintenance
$140.00
BKYGRS
The Art and Science of Rail Grinding
BKGRIND Rail Grinding
$145.00
$99.95
Your Guide to Railway Signals
The Track Data Handbook Reprinted by popular demand, this book is a valuable reference for roadmasters, track supervisors, track foreman, surveyors and others involved in the planning and execution of track maintenance and construction work. Fold-out diagrams. Softcover. 301 pages.
Rail grinding saves millions of dollars every year! The Art and Science of Rail Grinding is the first book dedicated exclusively to the subject.
BKRTT
Track Resources
$48.50
BKTDH Track Data Handbook
Dictionary of Railway Track Terms
The Railroad What it is, What it does
The most comprehensive collection of definitions relating to track. Over 1500 terms from antiquated forgotten slang to today's jargon. Clearly illustrated line art enhances the text.
The fifth edition of The Railroad: What It Is, What it Does is even more valuable than before. Inside you’ll find a comprehensive look at how today’s railroads function—from equipment to procedures and marketing to maintenance.
Dictionary of Railway Track Terms
$35.00
The Railway Educational Bureau 1809 Capitol Ave., Omaha NE, 68102 www.RailwayEducationalBureau.com 28 Railway Track & Structures // June 2020
BKRRNN
$46.95
What it is What it does
800-228-9670
www.transalert.com
Add Shipping & Handling if your merchandise subtotal is: U.S.A. CAN U.S.A. CAN
25.01 - 50.00 50.01 - 75.00 75.01 -100.00
11.43 18.14 12.71 22.90 15.16 30.19
100.01 - 150.00 17.42 39.53 150.01 - 200.00 20.17 53.08 200.01 - 300.00 24.49 66.10
Orders over $300, call for shipping
rtands.com
New & Used Equipment
R. E. L. A. M., INC.
Email: RelamCFE@aol.com Tel: 440-439-7088 Fax: 440-439-9399 Visit our website at: www.relaminc.com EQUIPMENT FOR SHORT OR LONG TERM LEASE HARSCO AND NORDCO TAMPERS 6700S, 6700SJ, 6700SJ2 Switch and Production Tampers Mark IV Switch and Production Tampers 3300 and HST Chase Tampers 3000 Tampers w/Raise & Line or Chase Tampers 2400 Tampers w/Raise & Line HYDRAULIC STABILIZERS HARSCO TS-30HDs TIE INSERTERS/EXTRACTORS Nordco TRIPPs TR-10s and TKOs 925 S/Ss, Standards, KTR-400s KNOX KERSHAW PRODUCTS KBR-860s and 925s, KSF-940 Ballast Regulators & Snow Fighters KBR-940 Dual Head Brush Cutters KTC-1200 Tie Cranes KKA-1000/1050 Kribber-Adzers KPB-200 Plate Brooms NORDCO ANCHOR APPLICATORS, SPIKERS & GRABBERS Models CX and SS Spikers M-3 Screw Spike Machines Model F Anchor Machines and BAAMs Model SP2R Dual Spike Puller/Grabbers RACINE RAILROAD PRODUCTS Dual Anchor Spreaders, Squeezers, Knockers (Anchor Removers), Anchor Applicators, DAACs (Dual Anchor Adjuster Cribber), Dual e-Clip Applicators, Ride-on Regauge Adzers, TPIs, Tie Straighteners, OTM Reclaimers, SAFELOK IIIs (SAR IIIs) HI-RAIL CRANES, SPEEDSWINGS & RAILHEATERS Pettibone Model 445E/445F Speedswings w/Multiple Attachments (F’s with Tier 4 Engine) Geismar 360/360-Tronic Hi-Rail Excavators, (Cold Air Blower, Brush Cutter, Grapple, Heel Boom, Train Air & Knuckle available) Badger 30 Ton Cranes w/Hi-Rails Propane and Diesel Railheaters - Single & Dual Sided, Self-propelled w/Vibrators HI-RAIL TRUCKS, EXCAVATORS, & CARTS Hi-Rail Gradalls, XL3300 Series III w/Digging Buckets & Brush Cutters Hi-Rail Rotary Dumps, Various Hi-Rail Pickups Hi-Rail Grapple Trucks (available w/Magnet, Rail Racks & Creep Drive) 25-ton Hudson Ballast Cars 25-ton Rail and OTM Carts, 5-ton Tie Carts
Products & Services
REESE WHAT CAN WE DO FOR YOU?
• Track construction and maintenance • On-track ditching and rotary dump service • On-track tree trimming and brushcutting • Storm and flood cleanup and debris removal • Tie distribution, removal and disposal
K. W. Reese, Inc.
Box 298 • Mercersburg, PA 17236
(717) 328-5211 • FAX (717) 328-9541 • www.kwreese.com
2019 NRC PLATINUM SAFETY AWARD WINNER
ERIC HEADRICK President 205 N. Chestnut/PO Box 404 Arcola, IL 61910
Ph217-268-5110 cell217-259-4823 Fax217-268-3059 email eric@rrcri.com Exchange Units/Related Tamper Parts and Assemblies To purchase parts, contact: New & Rebuilt sales@rrcri.com Electromatic/Hydraulic Units available for same Workheads day shipping
MARKETPLACE SALES
JENNIFER IZZO P: 203-604-1744 F: 203-857-0296 jizzo@mediapeople.com
WWW.RTANDS.COM ALL MAJOR CREDIT CARDS ACCEPTED
rtands.com
June 2020 // Railway Track & Structures 29
New & Used Equipment An Authorized Harsco Remanufacturing Facility-An Authorized Harsco Parts Distributor Let Precision remanufacture your non-functional, outdated 6700 into a fully functional 6700 with the latest technology. If you have an old, worn-out 6700 tamper, we have your solution. CALL 620-485-4277 OR VISIT PRECISIONRWY.COM FOR MORE DETAILS
REMANUFACTURED 6700 SALES
ON-SITE TRAINING
Available for Lease
EQUIPMENT LEASING
WANT TO SEE MORE OF OUR WORK? SCAN THE QR CODE FOR OUR YOUTUBE CHANNEL .
825 S. 19th St., Independence, KS 67301
TRADE IN ACCEPTED
Professional Directory
3000 cu ft Covered Hopper Cars 4650 cu ft Covered Hopper Cars 4300 cu ft Aluminum Rotary Open Top Gons 65 ft, 100-ton log spine cars equipped with six (6) log bunks 60 ft, 100 ton Plate F box cars, cushioned underframe and 10 ft plug doors 50 ft, 100 ton Plate C box cars, cushioned underframe and 10 ft plug doors 26,671 Gallon, 263k GRL, NC/NI Tank Cars Contact: Tom Monroe: 415-616-3472 Email: tmonroe@atel.com
WWW.RTANDS.COM
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.
RAIL GROUP From RAILWAY AGE, Railway Age,RT&S RT&S and and IRJ IRJ NEWS www.railwayage.com/rgn ROUND-UP of NEWS STORIES FROM:
30 Railway Track & Structures // June 2020
rtands.com
AD INDEX
COMPANY
PHONE #
American Concrete Products Co.
402-339-3670
Diversified Metal Fabricators
404-875-1512
404-875-4835
sales@dmfatlanta.com
8
Herzog Railroad Services Inc.
816-385-8233
708-672-0119
jhansen@herzog.com
13
HiRail Corp
800-274-7245
319-455-2914
info@hirail.com
23
Hougen Manufactruing Company
866-245-3745
334-387-4554
info@trak-star.com
24
L.B. Foster Co.
412-928-3506
412-928-3512
glippard@lbfosterco.com
22
Montana Hydraulics
406-449-3464
406-449-3465
dehlke@mthyd.com
12
Omega Industries, Inc.
360-694-3221
360-694-3882
omegaxings@aol.com
20
OMNI Products, Inc
815-344-3100
815-344-5086
bcigrang@omnirail.com
21
Pandrol USA, L.P
800-221-CLIP
856-467-2994
Railway Education Bureau The
402-346-4300
Willamette Valley Company
541-484-9621
FAX #
E-MAIL ADDRESS
PAGE #
bhutchinson@enterprise-properties.com 18
541-484-9621
19 bbrundige@sb-reb-com
28
alisha.barrowcliff@wilvaco.com
C4
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 JEROME MARULLO 88 Pine St., 23rd Floor New York, NY 10005 (212) 620-7260 Fax: (212) 633-1863 jmarullo@sbpub.com
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.
rtands.com
June 2020 // Railway Track & Structures 31
LAST STOP
Quickly and effectively mobilizing a large transit program Working together, owners and consultants can show progress on Day 1 By Chris Masters, P.E.
A Chris Masters
“
QUICK, EFFICIENT MOBILIZATION SHOULD NOT BE A ‘BIG ASK’ WHEN THE RIGHT PROGRAM MANAGER IS IN PLACE.
s good stewards of public resources, it is imperative that transit owners mobilize large, complex transit programs quickly and effectively. Often, a fast, successful launch is the first indication the public has that the owner has deployed its resources wisely. On Day 1, the owner should be able to report with confidence to elected officials, stakeholders and constituents that work has begun and that they are confident progress will continue. Often, owners experience slow program ramp-ups because program management consultants (PMCs) tend to view mobilization in the wrong light. Mobilization is not the start of a project, but the continuation of the PMC’s months-long work to develop the team, resources and plan needed to implement the project. Setting high expectations for Day 1 is not standard practice, but can be with the following approach: STEP 1: Define. The PMC should know how the owner defines successful mobilization, why the agency expects rapid deployment and the metrics by which it will measure success. STEP 2: Know. One mistake many PMCs make is waiting until after the win to learn about the owner organization and the nuances of the program. That’s too late. Quick, effective mobilizations occur when
the PMC knows the owner’s processes, the perspectives of major and minor players, and has developed relationships with key agencies involved. In other words, the foundation for success beginning on Day 1 is in place long before that day arrives. STEP 3: Prepare. The PMC work environment will have predetermined logistics, such as technical interfaces, seating arrangements and office layout, so formal work can begin with precision and without interruption while technical and support staff fine-tune systems and processes in the background. STEP 4: Preserve. A fast, effective ramp-up is a good indication the PMC has taken ownership of its role, and the owner will not be burdened with program management responsibilities. But no action plan or checklist can sustain that momentum. Preserving the level of enthusiasm and drive seen on Day 1 depends entirely on the heart of the team and the spirit of its leadership. Quick, efficient mobilization should not be a “big ask” when the right program manager is in place. When a PMC follows these four steps, owners of large, complex transit programs can set their expectations for Day 1 where they need to be—high.
Masters is HNTB North Texas rail and transit lead, project director and associate vice president.
Owners experience slow program ramp-ups because PMCs view mobiliztion in the wrong light. Photo by Marblestreet Studio, courtesy of HNTB.
32 Railway Track & Structures // June 2020
rtands.com
KNOW A REMARKABLE ENGINEER in the rail industry?
Railway Track & Structures will bestow one industry leader with the newly instituted Engineer of the Year award. Candidates for Engineer of the Year will be judged based on individual accomplishment, contribution to the rail industry, dedication to their company and the rail industry and overall excellence. The Engineer of the Year will be featured in the September issue of RT&S. The Engineer of the Year will be recognized at the AREMA 2020 annual meeting, Sept. 13-16, in Dallas, Texas.
NOMINATE BY JUNE 26, 2020: http://bit.ly/engineer2020
WE TOUGHEN THE BACKBONE OF TRANSPORTATION. Class 1 railroad networks do the heavy hauling—we help them deliver. WVCO creates tough solutions that extend the service life of crossties and structures to minimize track downtime.
WHEN THE GOING GETS TOUGH, WVCO RAILROAD SOLUTIONS GET GOING. WVCORAILROAD.COM | 541-484-9621 | SALES@WVCORAILROAD.COM