RTS June 2021

2021 RT&S TOP PROJECTS

CLASS NO. 1 Fourteen rail and transit projects receive a top ranking

ALSO: EMERGENCY SLOPE STABILIZATION GRADE CROSSINGS

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

CONTENTS

June 2021

8 COLUMNS

3 32

DEPARTMENTS

4

On Track Court room clashes Last Stop Infrastructure investment offers new hope for intercity rail

On the Cover The Metrolink Track Rehab project in California, which is a 2021 RT&S Top Project.

28 30 31 31

For story, see p 8

Follow Us On Social Media @RTSMag

TTCI R&D Revenue service rail test in the U.S. AREMA News Message from the President, and more Classifieds Advertiser Index Sales Representatives

FEATURES

8

It’s spring season Project in Niland, Calif., leads this year’s RT&S Top Projects award list of challenging and complex missions

18

On top of the slide Quick action and innovation during emergency slope stabilization at BNSF subdivision keeps snowshed safe long term

22

Effortless travel over grade crossings Properly maintaining grade crossings makes for smooth travel for both automobiles and pedestrians

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June 2021 // Railway Track & Structures 1

SIT AND LISTEN William C. Vantuono Railway Age

Bill Wilson

Railway Track & Structures

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

Kevin Smith

International Railway Journal

Podcasts are available on Apple Music, Google Play and SoundCloud

ON TRACK

Court room clashes VOL. 115, NO. 6 NO. 6 PrintVOL. ISSN 117, # 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.

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M

y everyday sneakers did not match my tie, but it went with my role playing in court.

It was the morning of my sister’s law school mock trial when I reached the bottom of my suitcase and grabbed a fistful of panic.

“I forgot my dress shoes!” I yelled. “I can’t believe this! Will this affect your grade?!” I asked while wincing in anticipated pain.

“Well, there is nothing we can do about it now. Besides, the guy you are playing is kind of a blue-collar person. The sneakers just might work,” responded my sister, who no doubt had bigger issues to worry about than my suddenly turned ragged ensemble.

The outfit miss pretty much sums up my thoughts about litigation, court cases, and the like. I really don’t care for them. They only drive up costs and give opportunists an expense account.

During the course of about a week in mid-May, the transit community was finalizing or starting several lawsuit battles. Maryland’s black-and-blue Purple Line project won its third and final lawsuit, one that accused the Army Corps of Engineers of violating Clean Water Act protections for streams and wetlands. The U.S. Court of Appeals for the 4th Circuit Court in Richmond, Va., said the U.S. Army Corps of Engineers properly issued a permit allowing Purple Line workers to discharge dredge and fill into wetlands and waterways.

Canada, however, was the hot bed for the hot seat. There, the city of Ottawa announced it was going after Confederation Line builder Rideau Transit Group for $131 million for missed deadlines that created carrying costs, delayed opening expenses, consultant expenditures, wages and salaries of employees, financial costs, and accounting expenses. If that was not enough, Ottawa also is going after its

own insurance company for $361 million linked to the Rideau Street sinkhole in June 2016. The city submitted proof of loss statements last August and was expecting to get compensated for financial costs, legal and accounting expenses, anticipated lost gross revenue, and additional staffing costs. The insurers denied the claim.

Over in Toronto, the contractor for the Eglinton Crosstown LRT project won a decision with the Ontario Superior Court that dealt with the costs of COVID-19.

Believing the pandemic created an emergency, Crosslinx wanted to renegotiate the contract with Metrolinx. The transit agency balked, and the Superior Court sided with Crosslinx, which could receive a portion of $134 million it has paid in additional costs to protect workers during the pandemic. The emergency also was behind construction delays, according to the builder.

This last lawsuit is what stirred up my mind. The COVID-19 pandemic stuck its thumb into a ton of operations and activities, so can we expect more court cases involving contractors hitting agencies with COVID costs? Transit agencies will be in recovery for quite some time as ridership levels creep up to some degree of normalcy.

Lawsuits carry more potency than ever before. When you are dealing with mega projects, legal action is usually part of the process. Agencies should be forgiving when contractors approach with pandemic costs and delays, even if it deepens the financial crater. I think most are, but how many will prefer to clash?

BILL WILSON Editor-in-Chief

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

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POSTMASTER: Send address changes to Railway Track & Structures, PO Box 1407, Cedar Rapids, IA. 52406-1407.

June 2021 // Railway Track & Structures 3

TTCI R&D

Revenue Service Rail Tests in the U.S. Results of rail performance at test curves Ananyo Banerjee, Ph.D., Principal Investigator (TTCI), Megan Brice, Senior Engineer (formerly TTCI), Kenny Morrison, Senior Engineer I, Ryan Alishio, Engineering Data Analyst, Bea Rael, Associate Data Analyst Transportation Technology Center, Inc.

S

ince 2014, Transportation Technology Center, Inc., (TTCI) has been conducting rail performance tests at two revenue service sites in the U.S. TTCI collaborated with Norfolk Southern Railway (NS) and Union Pacific Railroad (UP) to install test curves that would: 1) evaluate the latest generation of highstrength (HS) rail steels, and 2) optimize rail life-extension strategies for both HS and intermediate strength (IS) rails at eastern (NS) and western (UP) test sites.1 The eastern revenue service site is owned and operated by NS and is located on a major heavy-haul route that runs through the mountains of West Virginia. The track with the test curves carries 45 million gross tons (MGT) of 36-ton axle load traffic per year. Trains operate at speeds between 15 and 35 mph over grades as high as 1.4%. The HS test began in 2014 with the installation of rail on the high and low sides of two 11.3° curves having gage face (GF) and top-of-rail (TOR) lubrication. One of the curves had corrective grinding performed as required (typically once a year), while the other curve had preventive grinding performed one to two times per year. Six manufacturers provided rails for the HS rail test. The IS rail test was on a 9.7° curve with GF and TOR lubrication and was on a preventive grinding schedule twice a year. This test was conducted with rail types from five manufacturers.

The western revenue service site is in the Great Plains of western Nebraska on a major heavy-haul coal route owned and operated by UP. Approximately 120-140 MGT of traffic is accumulated annually with 36-ton axle loads 4 Railway Track & Structures // June 2021

Table 1. Railroad, curvature, lubrication, and grinding frequency.

(a)

(b)

and operating speeds ranging between 40 and 50 mph over flat grades. This revenue service test site started with donated HS rails from four manufacturers installed on the high and low rails of two curves. Both curves are on a preventive grinding schedule every 60-70 MGT. Table 1 summarizes the railroad, degree of curvature, lubrication, and grinding

frequency information for the rail test curves.

Wear analysis Each set of rails was tested versus the control type on the corresponding high or low rail using a two-sample t-test. This test is used to determine whether the population means of two independent groups differ in values shown rtands.com

TTCI R&D

(c)

Figure 1. Area loss plots of IS rails as of 230 MGT (a); HS rails at the curve with preventive grinding as of 230 MGT (b); and HS rails at the curve with corrective grinding as of 182 MGT (c).

and are statistically more or less than one another. Some rail types showed substantial differences from the control, but, overall, the results were inconclusive due to the low sample size of some types. Figures 1a through 1c indicate the latest status of the area loss for the different rail types on the high and low rails of the three test curves. For each rail type and the control, the plots show the mean value of the collected data and the 95% confidence interval for the mean. Wider confidence intervals, especially as seen in Figure 1a, indicate less certainty of where the mean is due to fewer data points or a wider variation in the data.

The HS rail test curves at the western revenue service site are in 2° curves with flat grades.

The two curves are in opposite orientations.

Since both curves started receiving preventive grinding treatments at the same intervals every year since 277 MGT (when substantial rolling (a)

contact fatigue [RCF] was noted),1 and both curves have GF lubrication, the difference in operating conditions is mainly the absence of TOR lubrication for the second curve. It should be noted that the GF lubricator is located right before the second curve, and the grease gets transferred to the first curve by the wheels, while the TOR lubricator is located in between the two curves.

A two-sample t-test was conducted for these rails with a similar result to what is discussed above. Figures 2a and 2b show the area loss interval plots of the two curves at 909 MGT. In comparison to the rails at the eastern revenue service site, the rails at the western revenue site have less wear, so the test is expected to continue for a few more years.

Rolling contact fatigue and defects To date, no rail at any test site has developed

internal fatigue defects. There had been three electric flash butt (EFB) weld failures, with one in each of the 2° curves at the western revenue service site and the other in one of the HS rail curves at the eastern revenue service site. For all three test curves at the eastern revenue service site, grinding has played an important role in controlling RCF development on the top of the rail and the gage corner. While RCF developed on the gage face and gage corner on the high rails of all rail types in both curves, spalling has been heavy on the low rail in between grinds for all rail types. Figure 3a shows the spalling on an IS high rail. Figure 3b, on the other hand, shows gage face pitting and RCF on an HS high rail from the curve with corrective grinding.

Prior to the removal of the high rail curve on the curve with corrective grinding (182 MGT), the other test curve received more grinding passes being on the preventive grinding schedule. To control RCF and reduce the chances of shell formation on IS rails, the IS rail test curve was ground twice a year, with a total of 11 passes on the high rail and 22 passes on the low rail through the end of 2017. Previous IS rail tests performed by TTCI showed improvement in extending rail life and delaying shell initiation by implementing grinding at regular tonnage intervals.2 While inspecting and taking measurements at 277 MGT at the western revenue service site, minor RCF in the form of spalling was observed on the low rails on both curves.1 Grinding was initiated to address the RCF, and the test curve with TOR friction control was placed on a regular grinding schedule of once per year. Continued RCF growth on low rails led UP to introduce preventive grinding twice per year on both curves after 300 MGT was reached. Introduction of preventive grinding has reduced the overall development of

(b)

Figure 2. Area loss plots of HS rails at the first curve (a) and HS rails at the second curve at 909 MGT (b).

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June 2021 // Railway Track & Structures 5

TTCI R&D

(a)

(b)

Figure 3. Top of rail RCF on IS high rail (a); gage face pitting and gage corner cracks on HS high rail on the curve with corrective grinding (b).

RCF—apparently more on the gage corner than on the top of the rail.

A five-year study on the performance of the latest HS rails was conducted at NS and UP revenue sites, along with a test of the latest IS rails at the NS site. Substantial wear of the HS and IS rails was observed in the sharp curves and steep grades of the NS site, while wear of the HS rails on the shallower curves and flatter grades of the UP site was comparatively lower. RCF was noted on the top of the low rails at both test sites, while high rail RCF was

prominent along the gage corner and gage face for both HS and IS rails on the NS revenue service site.

Acknowledgements TTCI conducted this research under the heavy axle load revenue service program sponsored by the Association of American Railroads (AAR). TTCI would like to acknowledge all rail manufacturers for their generous donation of rails, as well as UP and NS for hosting the revenue service sites and supporting the AAR

Strategic Research Initiatives program.

References 1. Baillargeon, J., D. Gutscher, and D. Li. 2014. “Premium Rail Performance and Rail Life Extension at the Mega Sites.”

Technology Digest TD14-005. AAR/ TTCI, Pueblo, Colo.

2. Banerjee, A. and J. A. LoPresti. 2017.

“Intermediate Strength Rail Test: Wear and Defect Analysis.” Technology Digest TD17-005. AAR/TTCI, Pueblo, Colo.

St. Thomas, Ontario (March 31, 2021) — ARVA Industries Inc. announced today that it has been awarded a multiyear contract by MTA New York City Transit. The contract is for the design, production and delivery of 12 Hybrid Rail Crane cars by the end of 2023.

Under the terms of the contract, design and production of the first crane car is scheduled to begin immediately. The first delivery is expected in July 2022, after which approximately one new crane car will be delivered per month. The cars were purchased to support all critical track work in support of the MTA Capital Program and maintenance throughout the New York City Transit subway system.

“New York City Transit’s subway system has more stations than any transit system in the world, and provided more than one billion rides per year before the COVID-19 pandemic,” said Paul J. Smith President, Arva. “ARVA is excited to partner with the MTA to provide emission free Hybrid Crane Cars for a safe, efficient work environment, a key goal for this contract design.”

About ARVA Industries Arva Industries Inc., is a global supplier for railway track maintenance and construction equipment. ARVA provides expert engineering, innovative technology, safety technology, dedicated parts and services, contracting services and quality maintenance from its location in Canada.

6 Railway Track & Structures // June 2021

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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.

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2021 RT&S TOP PROJECTS

IT’S SPRING SEASON Project in Niland, Calif., leads this year’s award list of challenging and complex missions

Photo Credit :Shannon & Wilson, Inc.

By Bill Wilson, Editor-in-Chief

8 Railway Track & Structures // June 2021

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2021 RT&S TOP PROJECTS

T

he local meteorologist at a T.V. station in Los Angeles points to a brown mass on the weather screen, then his arm motions downward as a future forecast puts the earthy tone blob further south in a couple of days. A mud spring warning has been issued.

With fault lines ripping the landscape in the state of California, the area on the east side of the Imperial Valley is now prone to a phenomena called “mud springs”.

The venting of carbon dioxide gas pushes groundwater to the surface, forming the natural wonder. Following a series of earthquakes in the Brawley Seismic Zone, the Mundo mud spring began moving in a southwesterly direction towards Union Pacific’s California-to-Texas mainline that parallels the eastern shore of the Salton Sea. It soon overtook the tracks, creating a problem that no one had encountered before, not even in California.

Mud spring movements are not part of nightly newscasts yet, but they very well could be in the near future because the spring count is beginning to stack up, and knowing the locations and movement could be essential to transportation, business, and industry.

The heroic handling of the Mondo mud spring around the Union Pacific tracks made it an obvious choice for the 2021 RT&S Top Projects list.

When geotechnical engineering firm Shannon & Wilson, Inc., arrived at milepost 662 near the town of Niland, Calif., the scene looked fictional. Brown water was flowing out of the mud spring at a rate of about 40,000 gal a day.

“We got to the site and Travis [Deane] and I were scratching our heads because neither one of us had ever seen anything like this before,” Dean Francuch, lead engineering geologist for Shannon & Wilson, told RT&S. “Our first concern was protecting the railroad. Obviously the second concern was what was causing the water to f low from the mud pot at the rates we were seeing.”

Problem solving at an accelerated rate was now required. Union Pacific hired a subcontractor that began excavating some trenches along the railroad rightof-way to allow the mud spring to drain underneath the railroad and ultimately out to the Salton Sea. With the railroad site still engulfed, Shannon & Wilson, Inc., needed an immediate temporary solution, and it was decided to use 2- to 3-ft-diam. riprap to mitigate the erosion

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June 2021 // Railway Track & Structures 9

2021 RT&S TOP PROJECTS

The project team on the BNSF bridge replacement project had to float a newly built bridge span 60 miles so it could replace the existing bridge.

10 Railway Track & Structures // June 2021

some of the water flow in the mud spring, but after a while it came back.”

The tracks trend from northwest to southeast, and the mud spring crossed the railroad line in a northeast-to-southwest direction. During all the problem solving Union Pacific was able to build a western shoofly track before the mud pot jumped the mainline, which led to the construction of an eastern shoofly.

“For a while there we had a shoofly track to the west, a shoofly track to the east and the mud spring right in the middle,” Deane told RT&S. As the spring moved towards the southwest, the main line on the eastern side was restored, and Union Pacific progressively pushed the mainline back to its original alignment as the mud spring moved further away.

“There are hundreds of these mud springs within the general area,” said Francuch. “This is the first one that was documented to actually be moving.

“In the 30-plus years that I have been practicing engineering geology it is the strangest phenomenon that I’ve seen in California, or anywhere in the western U.S.”

CLASS 1 NEW CONSTRUCTION (BRIDGES) Merchants Bridge Rehabilitation

St. Louis, Mo. Prime contractor: Walsh Construction Company II Prime designer: TranSystems Owner: Terminal Railroad Association of St. Louis This $222 million project involved replacing main span trusses to minimize impact on rail and barge traffic on the Mississippi River. New approaches adjacent to active tracks were constructed.

PASSENGER/TRANSIT NEW CONSTRUCTION (RAIL)

East Side Access Contract CH058A Queens, N.Y. Prime contractor: Skanska USA Civil Northeast Inc. Prime designer: WSP/PTG/STV Owner: Metropolitan Transportation Authority C&D Crews constructed a rail transit tunnel and associated infrastructure in the heart of the Harold Interlocking, which is the busiest commuter interlocking in the country.

The tunnel consisted of a box structure and approach ramp that connected the soft-ground bored tunnel approximately 30 ft deep to the mainline track operated rtands.com

Photo Credit: Advanced American Construction, Inc.

that was occurring along the edge of the mud springs.

“It was a pretty crude solution, but pretty typical,” said Francuch.

Francuch and Deane both knew the riprap maneuver had a quick expiration date, and a next-level anecdote was required. The mud spring was moving at a rate of 20 ft a week, and was not showing any signs of slowing down. Sheet piles were then brought in and placed right before the tracks in an effort to block the surge. The piles were driven to depths of about 75 ft and two wing walls, each about 20 ft long, were formed. It worked, and the mud spring was contained from July until October.

The four months were used to generate a permanent solution, and the next idea to see life involved depressurizing the mud spring. Three wells were drilled ranging in depth from 400 to 900 ft. The hope was to reach a depth where the carbon dioxide was originating, relieving the pressure and killing the mud spring. The third well that was drilled looked the most promising, but work on it had to stop when the mud spring jumped the sheet pile walls and took out the mainline tracks.

“We had some initial luck with that,” said Francuch. “Initially it drove down

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Hanson brings forward-thinking, thoughtful design and a personalized approach to each project we undertake. We provide a wide array of in-house services, including design, permitting, surveying, geotechnical, water resources and construction management. Our in-house staff support rail-specific services, such as capacity improvements, intermodal and port facilities, railroad yard design and reconfiguration, rail loading and unloading facilities, commuter rail facilities, general maintenance, structures and public projects.

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2021 RT&S Top Projects: Norfolk Southern’s Grand River Bridge Emergency Repairs in Brunswick, Missouri

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2021 RT&S TOP PROJECTS

PASSENGER/TRANSIT NEW CONSTRUCTION (RAIL)

Mainline Track Rehabilitation & Clifton Yard Switch Reconfiguration Staten Island, N.Y. Prime contractor: Tracks Unlimited, LLC Prime designer: Metropolitan Transportation Authority—New York City Transit Owner: MTA—New York City Transit Tracks Unlimited, LLC, entered into a contract with the New York City Transit Authority to rehabilitate 23,000 ft of the Staten Island Rapid Transit mainline and the reconstruction of Clifton Yard. The Clifton Yard reconstruction required a phased removal and replacement of the top 5 ft of the entire yard footprint, all track, special trackwork and contact rail on new alignments, the design and construction of an underground duct bank distribution system for positive and negative traction power, and high mast yard lighting.

Track removal, mass excavation, duct banks, sign foundations, track installation,

The Taylor County, Fla., CEBYR project extended 81 miles through two states and four counties.

12 Railway Track & Structures // June 2021

ballast placement, high-production tamping, contact rail, protection board, and cleanup all took place during an accelerated 51-hour work window.

As work progressed through the island, outage limits, access points and Staten Island Rapid Transit operations were ever changing. All work had to be performed linearly without reliance on side access roads.

Every piece of equipment for each work activity needed to be strategically placed in order to access the work zone while not conflicting with concurrent work activities.

CLASS 1 NEW CONSTRUCTION (BRIDGES)

Norfolk Southern Railway Co. Grand River Emergency Repairs Brunswick, Mo. Prime contractor: Massman Construction Co. Prime designer: Hanson Professional Services Inc. Owner: Norfolk Southern Railway Co. A team from Norfolk Southern, Hanson Professional Services Inc., and Massman Construction Co. worked to help Norfolk Southern rebuild a bridge in 27 days after it collapsed under the pressure of a flooded river and debris.

Massman sent two barge-mounted cranes to the site to prepare for the reconstruction. Within a week of the collapse, Hanson had assessed the aftermath, started developing a plan for the

replacement section, worked with the railroad to produce an initial layout, and collected soil borings from the site to refine the estimated geotechnical parameters.

Precast concrete was used to accelerate the construction of the piers. The precast pier caps were made using high early strength, high-performance concrete, then steam-cured overnight, which meant the pieces could be delivered and ready to install within 24 hours after the concrete was poured. Other bridge components were already available elsewhere, such as steel spans from Norfolk Southern’s inventory that could be transported by railcar.

After the caps were installed, Massman erected the adjacent spans with new bearings. Norfolk Southern crews finished installing the open deck ties and the rail, and the bridge reopened to trains on Oct. 28.

CLASS 1 NEW CONSTRUCTION (BRIDGES)

BNSF Bridge No. 66.4 over Little White Salmon River Cook, Wash.

Prime contractor: Advanced American Construction Prime designer: HNTB Owner: BNSF Railway When BNSF had to replace a 100-year-old steel truss bridge over Lake Drano in Washington State, it was presented with a unique challenge: Getting the replacement structure on-site. To make the replacement happen efficiently and successfully, the project team had to utilize the river to float a newly built bridge span 60 miles so it could replace the century-old structure. One significant challenge of the waterway was high winds. In fact, one section is known as the “windsurfing capital” of the world. Smoke from nearby wildfires during the changeout window also was a project challenge.

Once the new span was built, the project team then had to focus on monitoring the weather and wind speeds to ensure conditions were ideal for f loating the new structure to the site. After its arrival at Drano Lake, the new truss was set on temporary supports parallel and south of the existing bridge. The barge was then backed out and reconfigured perpendicular to the old truss. Crews then built four supports in the center, then pumped water from the barge to lift the truss to the appropriate height. The rail line was shut down for 36 hours to detach the old truss and move it onto another barge in rtands.com

Photo Credit: OmniTRAX

by Long Island Rail Road and Amtrak.

The 30-ft-deep, 30-ft-wide, 900-ft-long concrete approach structure is located in between Mainline 1 and Port Washington 2 tracks and progressed on time and within budget without any disruption to train operating service. Class 1 ballasted track was built in the tunnel and included the largest switch in the LIRR network.

2021 RT&S TOP PROJECTS

The East Side Access Contract CH058A involved constructing a rail transit tunnel and associated infrastructure in the heart of the Herold Interlocking, which is the busiest in the country.

the river. The new truss was lowered onto pre-built foundations.

With the new span in position, crews installed two fabricated 50-ft approach spans. New track panels were laid across the deck, and the new bridge was open for operation.

SHORT LINE MAINTENANCE (RAIL)

Photo Credit: LiRo Engineers

Taylor County, Fla., Competitiveness and Employment by Rail Project on the Georgia & Florida Railway Between Milepost 81.6 near the city of Perry, Fla., and Milepost 1 near the city of Adel, Ga. Prime contractor: Railworks, Inc. Prime designer: OmniTRAX, Inc. Owner: OmniTRAX, Inc. The CEBYR project extended 81 miles through two states and four counties. The project raised the class of track to FRA 2, or 25 mph, so the Georgia & Florida Railway can haul 286,000-lb railcars at speeds up to 25 mph, allowing one train crew to complete the run from Adel to Foley in one shift without exceeding federal hours-of -service limits and provide for the expedited return of railcars.

The job involved over 108,000 crossties, 8,161 linear feet of rail replacement, ballast restoration, in-kind repairs to 15 bridges, rtands.com

21 turnout rehabilitations and 15 removals, and replacement of 2,467 ft of highway and grade-crossing surfaces.

PASSENGER/TRANSIT NEW CONSTRUCTION (BRIDGES) Metra MDW Bridge Z-100 over the Fox River Elgin, Ill. Prime contractor: ICC Prime designer: TranSystems Owner: Metra

Because of concerns regarding scour in the Fox River, the new bridge required deep foundations at each of the substructure units. The design team evaluated the complexity of constructing a deep foundation beneath an existing structure with shallow foundations.

The depth of this segment of the Fox River surrounding the project is not deep enough for barges or other in-water construction systems. The design team planned and permitted a causeway allowing the contractor to largely work from dry land. Cold winters and heavy snow accumulations, and wet springs and falls, caused significant challenges during the first two construction seasons.

The contractor elected to erect each span on shoring within the nearby Metra station

parking lot. Self-propelled modular transporters moved each span, weighing 600 kips, into place on their pre-positioned bearings. The approach allowed the steel fabrication, delivery, and erection to occur while the substructure and foundations were constructed. Stage 1 superstructure erection was completed in four days of construction activity.

The Stage 1 route for moving the spans required each SPMT-supported span to make two 90° turns before going down a 22° vertical incline to the causeway.

PASSENGER/TRANSIT NEW CONSTRUCTION (RAIL)

New Mid-Suffolk Electric Yard Design-Build Project Ronkonkoma, N.J. Prime contractor: Railroad Construction Company, Inc. Prime designer: HNTB Owner: Metropolitan Transportation Authority Long Island Rail Road The Mid-Suffolk Electric Yard designbuild project was faced with a number of challenges notorious to working within an active rail yard, including maintaining unobstructed access to existing operations during construction and expanding the yard without disrupting 24/7 Long Island June 2021 // Railway Track & Structures 13

2021 RT&S TOP PROJECTS

Rail Road service.

Crews installed a regularly maintained temporary walkway across the work zone for LIRR pedestrian/vehicle access to avoid affecting existing yard operations.

As the schedule progressed, the temporary walkway was removed and reinstalled multiple times to accommodate the work.

Phase 2 of construction involved the installation of 11 new storage tracks, 14,000 linear feet of track, and tying the new rail into the mainline track.

PASSENGER/TRANSIT MAINTENANCE (RAIL)

FY19 Metrolink Track Rehab Olive, Orange, San Gabriel, Valley, and Ventura subdivisions, southern California Prime contractors: Transdev Rail Inc., Veterans Engineering Services, and Demo Unlimited Inc. Prime designer: Rail Surveyors and Engineers Owner: Southern California Regional Rail Authority This project faced challenges during all phases, including third-party utility coordination, utility protection, limited rightof-way access, limited available resources, unknown soil conditions, construction 14 Railway Track & Structures // June 2021

crew shortages, unknown subterrain obstructions, and COVID-19 effect.

On the Ventura Subdivision, new ties were installed across four bridges by removing 370 ft of ties and rail off each of the bridges, cutting new grade, and reinstalling new ties with continuous welded rail. There were three utilities in the construction zone located on the bridge decks directly adjacent to the ties. This required coordination between SCRRA and Union Pacific utility owners to facilitate a plan to protect the utilities in place. The equipment size used by the contractor was restricted to prevent any damage to the casings. Also on Ventura, 3,568 ft of worn rail on high-degree curves was transposed.

to the century-old rail infrastructure along the New Haven Line. These improvements are being implemented using the Construction Manager General Contractor delivery method, which is a first for ConnDOT. With the CMGC delivery method, the owner, designer, contractor, and program manager worked closely together during the design phase to develop detailed construction sequences.

Installation of the new CP-243 fourtrack interlocking system will shorten the length of the two-track corridor during outages on the Walk Bridge, which is being replaced, by approximately 5 miles.

Key infrastructure improvements being implemented as part of the Universal Interlocking at CP-243 project include:

PASSENGER/TRANSIT MAINTENANCE (RAIL)

• Track sub-ballast and ballast reconstruction, track realignment, crossovers, new track switches from approximately Strawberry Hill Avenue east to the Norwalk-Westport town line; • Installation of new signals and signal houses (including wire and cable replacement, conduit and duct bank installations, all foundations, signal transformer installations and connections) from the South Norwalk Station (including CP-241) to approximately 500 ft east of the Saugatuck

New Haven Line track infrastructure upgrades Norwalk, Conn.

Prime contractor: Cianbro-Middlesex Joint Venture XV Prime designer: HNTB Owner: Connecticut DOT The Connecticut Department of Transportation (ConnDOT) is undertaking an ambitious program to bring improvements

rtands.com

Photo Credit: Tracks Unlimited LLC

The Mainline Track Rehabilitation & Clifton Yard Switch Reconfiguration project rehabilitated 23,000 ft of Staten Island Rapid Transit mainline.

2021 RT&S TOP PROJECTS

• Installation of access road, access stairways, platforms, signal cabinets, traction power improvements, and fencing adjacent to the interlocking.

CLASS 1 MAINTENANCE (BRIDGES)

Re-opening of Panama Canal Railway Company Gamboa Rail Bridge Panama Canal Gaillard Cut between the Atlantic and Pacific Oceans Prime contractor: Ingenieria Continental, S.A. Prime engineer: Kansas City Southern Owner: Panama Canal Authority, Panama Maritime Authority, Republic of Panama, under concession to the PCRC. On June 23, 2020, a ship was traversing the Panama Canal northbound at Gaillard Cut when its steering mechanism apparently locked, causing it to lose control and strike the rail bridge that was built in 1907 before the construction of the canal.

The re-opening of the Gamboa Rail Bridge in Panama Canal Gaillard Cut involved rebuilding the span from the piers up.

Photo Credit: Kansas City Southern

River in Westport; • Installation of new communication and signal cables, including permanent submarine cable across the Saugatuck River and temporary submarine cable across the Norwalk River. The fiber-optic upgrades within the CP-243 signal limits will be routed from the submarine cables and coordinated with concurrent catenary and signal work along the line; • Installation of 18 new catenary structures and removal of nine existing catenary structures (OCS structures 553 through 562) within the interlocking area (Track Stationing 1585+87 through Track Stationing 1615+22); • Drainage improvements, including under drains, swail and trench drain, inlet structures, and outlets at the concrete end walls in the vicinity of the interlocking trackwork. The swales will match existing conditions on the south and north sides.

With the discovery of a contaminated groundwater plume adjacent to the project site, constraints on the related civil work were encountered; and

rtands.com

June 2021 // Railway Track & Structures 15

2021 RT&S TOP PROJECTS

The New Haven Line track infrastructure upgrades project.

For three months, the KCS Engineering team worked alongside the PCRC team and the prime contractor to rebuild the bridge from the piers up, including reconstructing one pier and rescuing and repairing two

The Grand River Emergency Repairs project involved rebuilding a bridge in 27 days after the existing one fell victim to flood waters.

original spans.

There were several physical challenges to this project. A collapsed 500-ton pier anchored by wooden beams was obstructing the area for new pier construction.

There was a strong current of water where the bridge is located and where the Chagres River meets the Panama Canal. Work had to be carried out during Panama’s rainy season with regular torrential downpours.

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16 Railway Track & Structures // June 2021

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Upcoming Webinars Design & Construction of Highway/Railway Grade Crossings August 3, 2021 2:00 - 3:30 PM ET — 1.5 PDH

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SLOPE STABILIZATION

ON TOP OF THE

SLIDE Quick action and innovation during emergency slope stabilization at BNSF subdivision keeps snowshed safe long term

S

tampede Pass is on a major BNSF freight railway route through the Cascade Mountains in Washington State. After Northern Pacific (NP) Railroad (now BNSF) completed construction of Tunnel No. 4, NP opened the pass to rail traffic circa 1888. In 1924 a timber snowshed was constructed at the eastern portal of Tunnel No. 4 below a 200-ft-tall marginally stable rockslope (Figure 1). Since construction, damaging rockfalls have periodically necessitated repairs and replacement of the roof structure that protects the tracks from avalanches and rockfall. During repairs to roof timbers that were damaged from a previous rockfall, a new rockslide was triggered. The failure occurred while attempting to remove horizontal beams 18 Railway Track & Structures // June 2021

that were apparently buttressing the adjacent slope. Measuring 40 ft wide and 50 ft tall, a mass of boulders, trees, and soil cover slid and exacerbated the recent damage by bending the horizontal beams, forcing them to buckle upwards and fracture (Figure 2). A timber mudblock footer below the roof of the shed had been displaced 2 ft downslope and prevented the slide from fouling the track.

Immediately after the slide, BNSF placed a 10-mph restriction (slow order) on trains passing through the snowshed and contacted McMillen Jacobs Associates. The firm visited the site that same day to assess the degree of damage and to provide initial observations on the stability and nature of the rockslide. McMillen Jacobs concluded the slope was unstable and recommended BNSF

maintain the slow order until safety scaling could be performed, and the site could be assessed further. Crews returned the next day to conduct safety scaling and begin a full site investigation. After safety scaling and removal of trees and vegetation by BNSF maintenance crews (approximately 15 cu yd), McMillen Jacobs observed the slide mass to be marginally stable, and BNSF modified the speed restriction to 25 mph. GeoStabilization International (GSI) was contacted and an emergency plan to stabilize the slope was formulated.

Buttressing the slope The snowshed roof at the east portal of Tunnel No. 4 is approximately 236 ft long, 20 ft high, and approximately 30 ft wide. rtands.com

Photo Credit: McMillen Jacobs

By Ethan Guzek, William Gates, and Carol Ravano, Contributing Authors

SLOPE STABILIZATION

Figure 1: BNSF Stampede Pass, Snowshed No. 4 showing repairs to the roof from the rockslide.

The roof varies in width because of the relief profile of the cliff along the length of the structure. The slope above the snowshed varies in angle from 40° to vertical and is approximately 200 ft tall.

As-built drawings provided by BNSF indicate 174 ft of the snowshed were rebuilt in 1946; the drawings provide detailed structural timber configurations for reference.

The structure is flat-topped, designed, and built specifically as a snowshed. Because of the flat-topped design, the roof acts as a catch point for raveling rock and soil, resulting in the development of colluvial cones of scree on the roof. Moreover, the flat design of the roof takes the full energy of the impacting rocks, whereas a sloping roof would deflect some of the energy from the rockfall. rtands.com

Slope movement over time has brought material in contact with the northern edge of the snowshed. Because the horizontal roof timbers prevent material from moving further downslope, they are acting to buttress the slope. However, the horizontal roof beams were not designed to be loaded horizontally, which is why they buckle and fracture when heavy slope debris accumulates at the slope-structure interface.

The boulder buster GSI arrived on-site to begin scaling and excavating debris from the slope. Scaling activities removed surficial soil, vegetation, fallen and upright trees, stumps, boulders, and debris from the toe of the slope. This activity reduced the potential for rockfall to foul

the track or damage the snowshed structure, and allowed engineering geologists to better observe the conditions of the slope.

Because of the location of the slide above the snowshed, most equipment had to be handcarried or lifted by crane onto the snowshed roof. Access and weight limitations on the roof limited the size and kind of equipment that could be used.

GSI employed a boulder buster to break large boulders into manageable-sized pieces and worked with BNSF to sling cables around boulders and large trees to pull material off the slope with an excavator. In addition, BNSF used the excavator to clear and expose the toe of the slope, level with the roof line of the snowshed. GSI and BNSF crews excavated approximately 140 cu yd of material from the slope. Since the work was performed at a distance greater than 25 ft from centerline from the tracks, and the snowshed prevented any material from fouling the tracks, the work could be performed without stopping trains. However, as a precaution, all work did stop when a train was traveling through the snowshed.

The reveal As scaling progressed, the geologic characteristics of the rockslide were revealed. The slide complex consisted of three distinct domains, each with different controlling characteristics.

At the western extent of the slide, there was a steep sloping competent rock outcrop consisting of weak lithified volcanic ash. The rock slope appeared to be controlled by a dominant joint set (fracture), which created parallel faces to the outermost face at depth.

This slope domain was prone to slabs sliding along these joint planes onto the proximal ends of the horizontal roof beams.

At the center of the rockslide was an approximately 8-ft-wide fault zone.

Composed primarily of cohesive soil, this

Figure 2: Damage caused to Snowshed No. 4 from the rockslide event.

June 2021 // Railway Track & Structures 19

SLOPE STABILIZATION

Figure 3: Crew operating a wagon drilling rig to drill and install rock anchors.

Figure 4: Shotcrete wall and buttress (upper center of photo) completed with rock anchors, bearing plates and drains, after which BNSF maintenance crews repaired and closed the roof.

zone extended into the slope, parallel to the adjacent western rock slope face. Large cobbles and small boulders were found within the soil matrix. The slope had an angle of repose of approximately 40°. In addition to the raveling of boulders, this portion of the slope was prone to circular failures through the matrix of cohesive soil, which would effectively create a small landslide.

The eastern half of the rockslide was dominated by a series of large, stacked boulders (diameter: 5 to 6 ft). Large voids were present between the boulders. The stability of this portion of the slope was reliant on the strength of the intact boulders and the point contacts between the boulders. Two key boulders (diameter: 10 to 13 ft) at the base of the slope were exposed at the end of scaling activities. It was observed that if these blocks slid, a large rockslide would likely foul the track and significantly damage the snowshed.

The eastern block A wagon drill was used to install a total of 18 20-ft rock dowels across the western rock face across slabs at the top of the slide, and through the two key blocks at the toe of the slide (Figure 3). A total of 380 linear feet of rock anchors were installed on the slope.

The rock anchors consisted of No. 8 Grade 75 rebar grouted with Portland Type I/II Cement. Voids at depth were not uncommon; therefore, grout socks were used to contain the grout.

20 Railway Track & Structures // June 2021

A free-draining, 17-ft-tall, 8-ft-wide rock buttress consisting of stacked boulders from the rockslide was constructed to stabilize the apparent fault zone between the western rock face and western key block. The buttress was battered at about 1.2:1 (horizontal to vertical), and extended into the slope 8 to 16 ft, depending on the vertical location. The base was excavated such that it was below the primary slide plane encountered during scaling and was constructed dipping down into the slope at an approximate 10° angle.

An excavator was used to place individual boulders at the direction of the engineer. The height of the buttress was controlled by the length of the excavator arm.

After the initial mitigation of the rockslide was completed, BNSF crews continued to repair the snowshed structure. For access purposes, BNSF excavated the toe of the slope adjacent to the roof, which removed material from below the eastern key block.

BNSF contacted McMillen Jacobs to report that 20 cu yd of material had fallen from below the eastern key block but had not fouled the track. Based on observations, it is likely that the weight of the eastern key block and overlying material was transferred from the formerly underlying material to the three 20-ft rock anchors that were installed during Phase 1 work.

Supplementary stabilization At the request of BNSF, additional contract drawings were developed to provide

supplementary stabilization at the toe of the slope. Because of the impending bad weather, BNSF buttoned up the roof of the snowshed for the winter.

In June 2020, Rock Supremacy installed additional rock bolts and weep hole drains at the toe of the slope. Steel fiber-reinforced shotcrete was sprayed on the lower portion of the slope to control raveling and tie the rock mass together. In addition, an anchored shotcrete buttress was installed to fill the void created by the most recent slide, effectively providing additional reinforcement to the eastern key block (Figure 4).

This portion of the project was completed in July 2020, and BNSF maintenance crews repaired and closed the roof.

Working with BNSF crews and specialized contractors, an emergency slope stabilization was designed and executed with minimal impact to revenue traffic on the Stampede Pass Subdivision.

Because of the geologic variability, it was necessary to develop evolving rockfall mitigation strategies as the slide geomorphology was revealed. One of the key lessons learned as the project evolved was that the field engineer must have a large experiential toolbox of mitigation schemes in their back pocket, especially when access and equipment are limited. This allows the engineer to make decisions in real time and adapt the design or construction process as the problems evolve. This project was pure field engineering at its best. rtands.com

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• Engineering and M/W News • Information on Advancing Projects • Coverage of Developing Technologies • Safety and Regulatory Updates

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GRADE CROSSINGS

A team installing Omega Industries grade crossing panels.

EFFORTLESS TRAVEL

OVER GRADE CROSSINGS Properly maintaining grade crossings makes for smooth travel for both automobiles and pedestrians

22 Railway Track & Structures // June 2021

that wasn’t going to fail like the traditional cold-patching method had in the past. The engineering company decided to give the vendor’s FastPatch DPR (Distressed Pavement Repair) Railroad Kit a try.

“This crossing, due to the traffic volume as well as the severe failure of the concrete, would really challenge the product, and if successful would save us substantial time and money in closures and repairs. My guess is there are 750-plus vehicles per day over this

crossing with over 50% being semi-trucks,” remarked the engineering employee.

The railroad used 14 buckets of DPR to repair this very damaged crossing and was surprised by the results.

This type of road problem, and the ingenuity needed to address it, keeps grade crossing vendors on their toes. Continued heavy traffic over crossings will keep this sector of the railroad business going strong.

Mark Mottola, national sales manager for rtands.com

Photo Credit: Omega Industries

A

ccording to one of the vendors in our 2021 survey of companies manufacturing and supplying materials and construction services for rail-grade crossings, one of their Class 1 customer’s engineering employees was tired seeing one of his crossings getting beaten by heavy road traffic, posing a safety hazard to the public.

Without the time to close the crossing for a total repair, he needed a quicker solution

By David C. Lester, Managing Editor

GRADE CROSSINGS

An Industry-Railway Suppliers FastPatch DPR Railroad Kit.

www.linsinger.com # t r u s t t h e i n v e nt o r

Omega Industries, told RT&S that, “From every indication, we see the crossing surface market outlook as very positive for the remainder of this year and into next.

“As our economy recovers from the COVID19 impact, more people are back commuting to work and taking family vacation. Average daily traffic counts are back up, and heavily used grade crossings need maintenance.”

Brad Bedford, RailSeal Manager for Polycorp, told RT&S that, “2021 has been relatively strong against expectations with the outlook on the remainder of the year to be steady but flat. Crossing maintenance schedules have remained stable as predicted. As we move into 2022 and rail and vehicle traffic increases to higher levels, we would expect the need for crossing renewals to increase as well with projected stimulus packages to push demand higher.

All raw material supply and costs continue to be stressed.”

“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 overall combined with our diverse product line,” Rob Greenside with Omnirail told RT&S. Industry-Railway Suppliers, Inc. Industry-Railway Suppliers has been supporting the end-user customers’ distressed crossing surfaces since 1966, and are the exclusive distributor of the FastPatch Distressed Pavement Repair (DPR) Railroad Kit, a product developed and manufactured

by Willamette Valley Company (WVCO).

The FastPatch DPR Railroad Kit is a quick, easy-to-install, permanent roadpatching method lasting just as long as the rtands.com

concrete or asphalt surrounding it. DPR is ideal for the repair of distressed asphalt or concrete grade crossings, but also can be used anywhere quick pavement repair is necessary such as parking lots, sidewalks, curbs, roadways, bridges or even inside warehouses because it is odorless and 100% VOC free.

Once mixed with the FastPatch Kicker (optional accelerator), this fast-curing repair is ready for traffic to resume in just 45 minutes.

The DPR mixture is cold-applied and “go-green” friendly, made from a unique 100% solid, polymer blend of recycled and renewable materials. It is highly adhesive and self-contained with all items needed for the repair included in the bucket. DPR is freeze-thaw resistant and impact absorbent.

Hi-Rail Hi-Rail manufactures a complete line of rubber grade crossing surfaces including Hi-Rail, Pede-Rail, and Hi-Rail rail seal.

The Hi-Rail Full Depth Rubber crossing is 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.

Hi-Rail Full Depth Rubber grade crossings are manufactured to accommodate most common rail sizes, rail fasteners 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

Keep your rails perfectly maintained with LINSINGER high performance rail milling technology.

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For further information please contact us: millingna@linsinger.com June 2021 // Railway Track & Structures 23

GRADE CROSSINGS

surface that meets Americans with Disabilities Act (ADA) requirements. Pede-Rail has all the features of the Hi-Rail Full Depth Rubber crossing and comes with a raised diamond surface for pedestrian stability.

Hi-Rail rubber rail seal is a product

www.amconco.com

24 Railway Track & Structures // June 2021

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 fasteners.

During the past couple of years, Hi-Rail

OmniRail Innovation was the driving force behind the design of the TraCast 2 Modular Grade Crossing by Omni Products, Inc. This newly designed concrete module incorporates the bolt-down, heavy-duty virgin rubber gauge and field rubber which also is designed/engineered and manufactured by Omni.

Most recently, Omni manufactured a custom TraCast 2 modular system for an application which involved heavy truck traffic combined with an 8° curve and needed to stand up to abuse not usually encountered with a grade crossing panel found in a typical environment. This is where the TraCast 2 design really shines.

Some industrial applications, along with extreme and heavier ADT on interstate highways, are a perfect match.

The newly designed TraCast 2 Concrete Modular System is available to accommodate both 115 and 136RE rail and some custom curve applications. The rail fastening method utilizes the universally popular Pandrol/e-Clip system.

Polycorp Polycorp announced a revolutionary new Shallow Flangeway Railseal product specifically developed to increase grade crossing safety and reduce unnecessary accidents.

There is always an increased risk of accidents near any at-grade rail crossing, and Polycorp aims to eliminate that risk.

The proven success and increasing demand for two industry products has led Polycorp to design a Shallow Flangeway Railseal system for pedestrian and bicycle safety suitable for any extreme environmental challenge (from Alaska to Arizona).

This innovation leverages decades of proven EPFlex history to provide the best of both technologies. Overall, Shallow Flangeway Railseal reduces and optimizes the shape of the open flangeway gap contour, resulting rtands.com

Photo Credit: Hi-Rail

A recently completed Hi-Rail grade crossing surface.

said the company has continued to see more requests 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 transit start-ups and extensions of current systems also add to demand.”

GRADE CROSSINGS

ENDURANCE XL R

Highway-Rail Grade Crossings

Polycorp has a new Shallow Flangeway Railseal product to increase grade crossing safety for pedestrians, bicycles, wheelchairs and other narrow-wheeled vehicles.

Photo Credit: Polycorp

in at-grade rail crossings that are safer and easier to cross for bicycles, wheelchairs, and other narrow-wheeled vehicles, nearly eliminating failure modes of wheels becoming lodged and/or pinched in the flangeway.

This is all accomplished while providing minimal contact with the actual train wheel flange at traditionally faster open track train speeds. All material can be made from U.S.-sourced rubber by request and made to fit any rail size and track configuration.

L.B. Foster L.B. Foster grade crossing safety solutions include a variety of smart obstacle detection and anti-trespass deterrent systems. The company’s LiDAR-based obstacle detection and red-light enforcement solutions provide both simple obstacle detection and high safety proven systems up to Safety Integrity Level 3 (SIL3). L.B. Foster also markets and sells its innovative Anti-Trespass Panels (ATPs) throughout North America as a proven environmentally friendly deterrent system to pedestrian trespass.

Insight Grade Crossing Monitoring uses LiDAR to accurately detect obstacles in and around the grade crossing area. Protected by rugged steel housings with motorized shutters, it monitors and records crossing and trespassing violations. LiDAR works by scanning the area of the crossing from the point when the red warning lights flash.

During this time, the system also may be used to trigger a grade crossing violation enforcement. When the barrier lowering rtands.com

sequence starts, the Insight LiDAR continues to monitor the crossing area and can control the gates and provide alerts to control signaling and trains.

Anti-Trespass Panels (ATPs) have been shown to be a simple but effective deterrent to pedestrian trespass on highway-rail grade crossings, rail yard entrances, and in specific areas such as transit terminal platforms.

Applicable in many situations, ATPs work best around fixed structures such as end-of-station platforms, walls, fencing, or dense vegetation to prevent pedestrians from walking around the panels.

In mid-2019, the FRA published results of a study done to determine the effectiveness of deploying ATPs to reduce pedestrian trespass. Their researchers collected and analyzed video data for a total of 60 days (30 days before and 30 days after the ATPs were installed) to better understand the effectiveness of the ATPs on changing pedestrian behavior.

Their analysis demonstrated that the ATPs successfully reduced the amount of pedestrian trespass onto the railroad right-of-way, observing that pedestrian trespass was reduced by 38%, indicating that use of the ATPs were effective in improving pedestrian behavior.

Developed and engineered to minimize installation time, the anti-trespass panel system provides an innovative solution to meet the safety requirements of railway administrations worldwide. Made from 100% recycled rubber, the ATPs are environmentally friendly and come with a 15-year warranty.

www.endurancecrossings.com LEED Certified, Premium Crossing Surface Material Engineered 100% Recycled Plastics Formulation Non-Conductive Skid-Resistant Surface Performs Well in All Climates and Traffic Conditions Cost-Effective Alternative to Concrete, Rubber & Timber Easy Installation, Complete Package Composite Cross Tie & Composite Crossing “Bundle”

Market Leader in Composite Crossties

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June 2021 // Railway Track & Structures 25

GRADE CROSSINGS

L.B. Foster’s LiDARbased obstacle detection system mounted to an antitresspass panel.

American Concrete Products American Concrete Products has been supplying precast concrete products for more than 75 years. These products include precast concrete crossings, signal foundations, pipe, railroad bridge substructure, and girders. American Concrete offers up to a 15-year warranty on most products.

Precast crossing panels conform to UP/ BNSF standards and exceed the specifications of all other Class 1 and short line railroads. Crossing panels for curved and turnout applications are available. ADA compliant for transit railroads, industry siding crossings, and pedestrian crossings also are available.

With manufacturing plants in Dallas, Texas, Kansas City, Kan., and Omaha, Neb., and the ability to ship by rail or truck to satellite locations on the East and West coasts, American Concrete Products is able to supply crossing panels to any location.

American Concrete Products manufactures all steel cast in frames for crossings and imbeds for other products using railroad-certified welder personnel. Each location is equipped with a concrete batching facility which ensures that the very highest quality material will be used in the products. All material is tested to meet strict railroad standards.

LT Resources LT Resources offers a complete composite grade crossing system—TieTek Engineered Polymer Composite Cross Ties and Endurance-XL Composite Panels. The use of TieTek

Photo Credit: L.B. Foster

Omega Industries, Inc. Omega Industries, Inc., has experienced unprecedented material cost increases this year, particularly with steel. There is roughly 800 lb of steel used to manufacture one 8-ft set of crossing panels. In addition to steel, transportation costs have been on

the rise. Flatbed availability has been challenging this spring with demand for trucks outweighing supply. Despite these issues, Omega continues to see a positive trend with freight crossing sales remaining steady, and transit sales on the rise.

Traffic congestion in larger cities continues to drive new light rail, commuter, and street car projects across the U.S. Omega currently supplies crossing material for transit projects in Glendora, Calif. (Metro Rail), Seattle, Wash. (Sound Transit), Los Angeles, Calif. (Metrolink), San Francisco, Calif. (BART), Hopkins, Minn. (Metro Southwest LRT), Dallas, Texas (Cotton Belt), Austin, Texas (Capital Metro), and New Jersey Transit. These projects require thousands of track-feet of crossing panels.

Omni_newad.indd 1

26 Railway Track & Structures // June 2021

8/27/20 6:04 PM

rtands.com

GRADE CROSSINGS

composite ties under Endurance composite panels has been proven to further extend the life of not only Endurance crossings but also concrete and rubber crossings. With LT Resources’ recent acquisition of American TieTek and the patented TieTek technology, TieTek Global/LT Resources now has company-owned manufacturing capabilities with increased capacity for both EnduranceXL Composite Crossings and TieTek polymer composite ties to serve the marketplace.

Endurance-XL Highway-Rail Composite Grade Crossings utilize durable, recycled polymer materials and can be installed in a wide variety of applications.

Panels are supplied in 8 ft 1 ½ in. lengths for 19-ft ½-in. tie spacing, and manufactured in 6 in., 7 ½ in. and 8 ¼ in. heights for use with most rail sizes and fastening systems. The panels can be lagged down to 8-ft 6-in. or 10-ft treated wood or TieTek composite crossties. Panels are supplied pre-drilled with an option for drilling on-site for installation on curved track or when routine maintenance is required.

Both Endurance panels and TieTek ties can be recycled at the end of their useful

Installation of Omega grade crossing panels.

lives. Transit, port, and industrial growth also drives the demand for TieTek Global/LT Resources’ composite products.

LT Resources is developing a new high-tech grade crossing product that will be introduced

GET THE INSIDE SCOOP ON & OFF THE TRACK

to the market late 2021 or early 2022. In addition, TieTek Global will be adding new manufacturing facilities to increase capacity in order to meet customer demand for its composite track materials.

Grade Crossing Safety An essential safety solution that deters pedestrian traffic and monitors for obstacle detection in rail grade crossings.

Anti-Trespass Panels (ATPs)

RAIL BRIEF

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

CONTACT: Jennifer Rohr jrohr@lbfoster.com 412.295.2132

rtands.com RTS_RailBriefAd_QuarterPage_Final.indd 1

Insight LiDAR Grade Crossing Monitoring lbfoster.com

June 2021 // Railway Track & Structures 27 QtrPage_ATP_GradeCrossing_Ad.indd 1 1/9/18 12:20 PM

5/20/2021 9:24:49 AM

Message From The President

n Nov. 8, 2020, I had the distinct privilege to witness, by livestream video from Nevada, the first ever human-occupied trip via a hyperloop system. There was a control room full of engineers, a guideway and an airlock. The travel pod was moved into position by a transporter. Tension mounted as air pressure in the tube that serves as a fixed guideway was reduced to 0.014 psi (100 Pa).

Final preparations for launch were made, minor difficulties ensued, the launch was delayed, countdowns were paused. Finally, the vehicle was launched. The pod and two occupants accelerated to 107.5 mph in 6.4 seconds and travelled 1,280 ft. Acceleration, deceleration and travel appeared to be as smooth, or smoother, than an airplane or train trip. The target design speed of 670 mph for a commercial system could not be attained within the limited length of the test guideway and, I presume, out of concerns for the safety of the vehicle occupants. The experience took me back to my youth with memories of Apollo launches and the space race. The engineering team and travelers were emotionally moved by their success. I, too, was struck by the magnitude of the event.

My enthusiasm for the project’s success was infused with engineering judgment and experience. I approached the event with the skepticism of one who has seen many engineering efforts fail to live up to the hyperbole of marketing and overwrought promotion. As I explored hyperloop technology to greater depths, my doubts of viability eroded and I became increasingly convinced that the technology is not just feasible, but that it will be coming soon. Once service is inaugurated,

28 Railway Track & Structures // June 2021

hyperloop will revolutionize regional travel and light shipping to become the most efficient and environmentally sustainable mechanized transportation yet known. Several projects are underway in a worldwide, open-concept competition to turn theory into reality.

The short Virgin Hyperloop voyage that I witnessed included a pod (vehicle) propelled by linear motors operating in a near-vacuum environment. One may think of the linear motor as functioning similar to a conventional rotating motor but with the stator laid out flat along the guideway and the pod drawn along by the magnetic field of the stator. The magnetic field also provides levitation, eliminating rolling resistance and reducing friction by limiting physical contact between vehicle and guideway. Regenerative braking returns energy to the vehicle battery.

Operation within a near-vacuum environment eliminates aerodynamic drag—the greatest cause of inefficiency and energy consumption. The Virgin Hyperloop guideway I saw was installed on supports above the surface of the earth. It appeared to be little more than a pipeline. Subsurface and undersea routes also are feasible.

Unlike air travel and most train services, hyperloop is planned to be an on-demand service that will whisk small groups of passengers (up to 28 people) or cargo between urban centers and will reduce travel times by twothirds and more over existing travel models.

Like train service, there will be stations and boarding platforms, intermodal terminals, and control centers. Speeds will be closer to that of an airplane but with the tube serving as a fixed guideway. Vehicles will be shunted away from the main tube much like trains move into “sidings”. These sidings will be necessary as meet and pass locations and to move pods off the main tube into stations and terminals. The junctions of these tubes will require switching much like ends of rail sidings. I envision a need for approach, route and detector locking, and correspondence checking. Time and distance separation of vehicles must be maintained; speed, acceleration, and deceleration must be controlled.

Fire and life-safety systems must be developed. The guideways and support systems will require civil and structural engineering, maintenance, and inspection standards.

Bridges and tunnels will be needed as will rtands.com

All photos courtesy of Virgin Hyperloop

O

VICTOR R. BABIN AREMA President 2020-21

propulsion power control and communication systems. These are just a few of the safety, design, and maintenance disciplines for which we railroaders have long-established expertise and a history of continuous improvement.

Perhaps the U.S. DOT recognized similarities between hyperloop and railway systems and the value of the railway engineering knowledge base when they designated the Federal Railroad Administration as the regulatory body to oversee hyperloop implementation.

Likewise, hyperloop personnel have reached out to AREMA to tap our expertise in developing and curating a body of knowledge of recommended practices. We have held online collaborations with hyperloop personnel to establish a possible framework and organizational structure for applying existing railway design and maintenance practices when best-suited and for developing new recommended practices where needed. We continue to discuss possibilities of forming a task force that may mature into a distinct Functional Group in our association.

AREMA’s mission is: “The development and advancement of both technical and practical knowledge and recommended practices pertaining to the design, construction, and maintenance of railway infrastructure”. Development and dissemination of hyperloop knowledge may be one of our steps into the future.

FYI

Registration is open for the AREMA 2021 Virtual Conference. Register by Aug. 26 to receive discounted rates. We look forward to seeing you online Sept. 26-30, 2021.

O rder the 2021 M an ual for Railway Engineering now. With more than 40 new or revised Parts, it’s the perfect time to get the 2021 Manual. Order online now at www.arema.org or contact publications@ arema.org for more details.

Be sure you’re seen by all AREMA 2021 Conference attendees by advertising in the 2021 AREMA Conference Proceedings.

Visit www.arema.org for more information on advertising rates.

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

AREMA has 29 Technical Committees sure to fit your area of railway expertise.

Maximize your membership investment by building your network, sharpening your leadership skills, and learning from other members. Join now at www.arema.org

PROFESSIONAL DEVELOPMENT A R EM A’s c o nve n i e nt we b i n a r s provide Professional Development Hours (PDH) to ser ve your educational needs.

Design & Construction of Highway/ Railway Grade Crossings Date: Tuesday, Aug. 3 Time: 2-3:30 p.m. ET PDH: 1.5 Critical Geometry Defects Webinar Date: Wednesday, Nov. 3 Time: 2-3:15 p.m. ET PDH: 1.25 For more information on our educational programs and to register, please visit www.arema.org.

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and enjoy lifelong growth in the industry by joining a Technical Committee.

Want to generate leads, promote a product and reach a target audience? Sign up for sponsorship at the AREMA 2021 Virtual Conference. Please visit www.conference. arema.org or contact lmcnicholas@arema. org for more information on sponsorship investment opportunities.

Help support the next generation of railway engineers by donating to the AREMA Educational Foundation. Your generosity helps provide scholarships and build programs to lead students to the profession.

Donate now at www.aremafoundation.org.

Did you miss the AREMA 2020 Virtual Conference & Expo? The platform will be open through Sept. 15 for you to network and learn while on the go. Purchase now at www.arema.org.

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

UPCOMING COMMITTEE MEETINGS JULY 13

SEPT. 26

Committee 2 - Track Measurement and Assessment Systems Virtual Meeting

Committee 12 - Rail Transit Virtual Meeting in conjunction with AREMA Annual Conference

AUG. 10-11

SEPT. 28

Committee 1 - Roadway and Ballast Atlanta, Ga.

Committee 13 - Environmental Virtual Meeting in conjunction with AREMA Annual Conference

SEPT. 14-15 Committee 15 - Steel Structures Virtual Meeting SEPT. 16-17 Committee 8 - Concrete Structures & Foundations Sandpoint, Idaho

SEPT. 28 Committee 27 - Maintenance of Way Work Equipment Virtual Meeting in conjunction with AREMA Annual Conference For a complete list of all committee meetings, visit https://www.arema. org/events.aspx.

June 2021 // Railway Track & Structures 29

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June 2021 // Railway Track & Structures 31

LAST STOP

Rail funding Infrastructure investment offers new hope for intercity rail

By Dominic Spaethling and Sean Libberton, HNTB Corporation

T Dominic Spaethling

Sean Libberton

he American Jobs Plan introduced by the Biden administration on March 31 could inject some much-needed adrenalin into intercity rail projects, given that it stresses the importance of new passenger service between “city pairs”. This, along with an additional $625 million proposed in the 2022 federal budget, offers a unique opportunity to improve mobility across the country through needed improvements to our nation’s rail infrastructure.

Increased investments in rail can help achieve climate goals. According to a report by the International Energy Agency, rail is among the most energyefficient modes of transportation in the world for both passengers and freight.

Consider this fact—the rail sector carries 8% of the world’s passengers and 7% of global freight transport but represents only 2% of total transportation energy demand. A shift to rail transit is therefore fundamental to reducing greenhouse gas emissions.

The Biden plan has the potential to have an even greater impact than the American Recovery and Reinvestment Act of 2009. ARRA provided an important initial investment for California’s 800-mile high-speed rail program, which ultimately will provide 220-mph service from Los Angeles to San Francisco.

With more funding and the benefit of lessons learned from the administration of ARRA’s HSR program, the future has never looked brighter for fast, efficient, and safe intercity rail.

Eliminating funding barriers between FTA and FRA By opening funding eligibility to all project phases—corridor evaluation, planning, environmental, development, procurement, and construction—rail authorities would have the resources to initiate large-scale planning efforts and open the door to even greater opportunities.

Transformational multimodal (commuter, intercity, and transit) programs like California high-speed rail, the Gateway

32 Railway Track & Structures // June 2021

Project in New York/New Jersey, Link21 (a 21-county northern California passenger rail network) being advanced

by San Francisco Bay Area Rapid Transit District (BART) and Capitol Corridor, and the Front Range Passenger Rail service in Colorado address key national priorities. These include greenhouse gas and vehicle-miles-traveled reduction, advancement of equity to transportation services, and sustainable development and growth. However, existing Federal Transit Administration (FTA) and Federal Railroad Administration (FRA) funding programs do not necessarily align with these types of multimodal, multiyear programs. New federal funding program proposals such as the nascent Transformational Rail and Integrated Networks Program (TRAINS) proposed by BART for its Link21 program and other agencies could help solve this long-term funding dilemma.

By simplifying the allocation of federal funding—whether through grants, federally backed low-interest loans, or other means—our nation will have a greater ability to develop transformational intercity rail service. And through the careful examination of lessons learned and implementation of best practices, we believe that we can realize the full potential of passenger rail in the U.S. Spaethling is a vice president in HNTB’s Oakland office and a recognized leader in the management, planning and environmental clearance of passenger rail systems. He is chair of the Transportation Research Board’s Passenger Rail Committee and has served in leadership roles on the American Public Transportation Association’s High Speed and Intercity Passenger Rail Committee. Libberton is a national transit practice consultant for HNTB and has more than 27 years of experience in public transportation, including technical, policy, and management services. He is an expert in federal transportation funding programs and previously managed discretionary capital grant programs for the FTA. rtands.com

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