BRIDGE CONSTRUCTION
ABOVE & BEYOND BRIDGE INDUSTRY ANSWERS THE CALL AND GOES THE EXTRA MILE
MAY 2022 | WWW.RTANDS.COM
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February 2018 // Railway Track & Structures 1
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CONTENTS
May 2022
14
COLUMNS
3 4 32
DEPARTMENTS
On Track Grand Slam would be a huge hit
5
NRC Column NRC is the ultimate bridge builder
27
AREMA News Message from the President, Getting to know, and more
Last Stop A requiem for HSR in America
30 31 31
Classifieds
TTCI R&D Ultrasonic impact treatment of welded steel bridge spans
Advertiser Index Sales Representatives
FEATURES
8
Little quit in them Use of lightweight cellular concrete helps project with limited work closures
14
A public exchange When working with multiple agencies, clear direction and coordination are key
22
Handiwork on the rails Today’s hand tools sport battery operation and sophisticated technology
On the Cover Bridge beams are placed on the Lazelle Road project. See p 14 for story.
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May 2022 // Railway Track & Structures 1
ON TRACK
Grand Slam would be a huge hit VOL. Vol. 118, 115, No. NO.56 Print ISSN # 0033-9016, Digital ISSN # 2160-2514 EDITORIAL OFFICES 20 South 3680Clark Heathmoor Street, Drive Suite 1910 Chicago, Elgin, ILIll. 60124 60603 Telephone Telephone (312) 630-336-1148 683-0130 Website Fax (312) www.rtands.com 683-0131 Website www.rtands.com BILL WILSON Editor-in-Chief BILL WILSON wwilson@sbpub.com Editor-in-Chief wwilson@sbpub.com DAVID C. LESTER Managing KYRA SENESE Editor dlester@sbpub.com Managing Editor ksenese@sbpub.com CORPORATE OFFICES 88BOB PineTUZIK Street New Consulting York, N.Y.Editor 10005 Telephone btuzik@sbpub.com (212) 620-7200 Fax (212) 633-1165 CORPORATE OFFICES ARTHUR 55 Broad J. MCGINNIS, St 26th Fl. JR. President New York, and N.Y. Chairman 10004 Telephone (212) 620-7200 JONATHAN CHALON Fax (212) 633-1165 Publisher ARTHUR J. MCGINNIS, JR. MARY and CONYERS President Chairman Production Director JONATHAN CHALON NICOLE D’ANTONA Publisher Art Director MARY CONYERS HILLARY COLEMAN Production Director Graphic Designer NICOLE D’ANTONA MAUREEN COONEY Art Director Circulation Director ALEZA LEINWAND MICHELLE ZOLKOS Graphic Designer Conference Director MAUREEN COONEY CUSTOMER SERVICE: 800-895-4389 Circulation Director Reprints: PARS International Corp. 253 West 35th Street 7th Floor MICHELLE ZOLKOS Conference New York, NY Director 10001 212-221-9595; fax 212-221-9195 CUSTOMER SERVICE: 800-895-4389 curt.ciesinski@parsintl.com Reprints: PARS International Corp. 253 West 35th Street 7th Floor New York, NY 10001 212-221-9595; fax 212-221-9195 curt.ciesinski@parsintl.com
M
r. Williams finally picked me for his team. It felt like it anyway. During my awkward sixth and seventh grade years, I had to go through the PE teacher to make the basketball team. He never let me pass, but then came my moment of shining endorsement on a hot summer day in June on a dry baseball field. I started in the outfield. Well, on this day I was supposed to start, but once I settled in I realized I forgot my glove. Hey, it’s what 15-year-olds do, right? I told my coach and he said either I find a glove or I don’t play. That’s when I turned to Kevin Jungles, who didn’t play much at all. He was hesitant at first as he processed in his head the chance to play in my place, but he must have had a premonition that something great was going to happen with his help so he tossed me his glove. Three batters into the first inning, the fuse to that great assisted moment was lit. A line shot was launched to my right. My reaction time was spot on, and I quickly launched into a super tracker for this laser beam that was moving into the sun. My steps towards the outfield fence were dangerously mounting, and the only thing left for me to do was leap for the ball in desperation. That’s exactly what I did, using every ligament of stretch I had in my lanky 6 ft 4 in. frame. I felt the ball land in the last possible place for a clean catch in Kevin Jungles’ glove. The inning was over, and as I jogged in marveling at the 8-parent standing ovation there was Mr. Williams, whose older son was on my team. “Great play!” he shouted. “Great play!” I was picked. Offensively, I hit for plenty of glory during my days on the diamond, but I never held up the holy grail ... hitting a grand slam. AmeriStarRail thinks it has the best idea for train service in the Baltimore area, and
it is not much of a stretch when you really dive into the details. Called the Grand Slam, the plan involves digging a rail tunnel underneath the city of Baltimore. The tube would be 10 miles long, hold four railroad tracks and avoid the Baltimore Potomac Tunnel, which has been a rail bottleneck for decades. The line would link to the Northeast Corridor, eliminate Penn Station, and allow trains to run at 160 mph. The new route also would have 30 stations and would be used by Amtrak, MARC trains, and a newly created metro service. Amtrak, however, has come to play with its own ball. The passenger rail service wants to replace a 4-mile section of the Baltimore Potomac Tunnel. Two tunnels would be built and allow trains to move through at 100 mph. Construction is expected to begin next year and will cost $4 billion, and Amtrak has rejected the idea of a Grand Slam project. Initially, the Maryland Department of Transportation and the Maryland Transit Administration was on Amtrak’s team, but AmeriStarRail COO Scott Spencer had a meeting with officials in late April and appeared to be making some headway. I had the chance to talk to Spencer on a Rail Group On Air podcast, and the more I heard from him the more I was cheering for this big hit to happen. Spencer said, for starters, Baltimore’s Penn Station is more than 2 miles from downtown, making it the most poorly located station of any city in the country. Amtrak’s version does nothing to address capacity issues. It puts a band-aid over a band-aid. Listen to the podcast, because I just can’t do Spencer’s argument justice in this small space. Amtrak needs to get on board fast before this hit is out of reach.
BILL WILSON Editor-in-Chief
Railway Track & Structures (Print ISSN 0033-9016, Digital ISSN 2160-2514), (USPS 860-560), (Canada Post Cust. #7204564; Agreement #40612608; IMEX P.O. Box 25542, London, ON N6C 6B2, Canada) is published monthly by Simmons-Boardman Publ. Corp, 88 Pine Street, 23rd Floor, New York, NY 10005. Printed in the U.S.A. Periodicals postage paid at New York, NY, and additional mailing offices. Pricing: Qualified individual and railroad employees may request a free subscription. Printed and/or digital version: 1 year Railroad Employees (US/Canada/Mexico) $16.00; all others $46.00; foreign $80.00; foreign, air mail $180.00. 2 years Railroad Employees US/Canada/Mexico $30.00; all others $85.00; foreign $140.00; foreign, air mail $340.00. Single Copies are $10.00 ea. Subscriptions must be paid for in U.S. funds only. COPYRIGHT © Simmons-Boardman Publishing Corporation 2022. All rights reserved. Contents may not be reproduced without permission. For reprint information contact: PARS International Corp., 102 W 38th St., 6th Floor, New York, N.Y. 10018 Phone (212) 221-9595 Fax (212) 221-9195. F o r s u b s c r i p t i o n s a n d a d d r e s s c h a n g e s, P l e a s e c a l l +1 (4 02 ) 3 4 6 - 474 0, F a x +1 ( 8 47 ) 2 9 1 - 4 8 1 6 , e -m a i l r ta n d s @ o m e d a .c o m o r w r i te to: Railway Track & Structures, Simmons-Boardman Publ. Corp, PO Box 239, Lincolnshire IL 60069-0239 USA. POSTMASTER: Send address changes to Railway Track & Structures, PO Box 239, Lincolnshire IL 60069-0239 USA.
May 2022 // Railway Track & Structures 3
NRC CHAIRMAN’S COLUMN
NRC is the ultimate bridge builder
R STEVE BOLTE Chairman, National Railroad Construction and Maintenance Association (NRC)
“
TAKE IT FROM ME, THE VITAL CONNECTIONS BUILT THROUGH THE NRC ARE AS PLENTIFUL, VALUABLE, AND ENDURING AS THE RAIL BRIDGES ACROSS OUR NATION.
4 Railway Track & Structures // May 2022
ail bridges are extraordinary works of wonder. I am in awe of them. But compared to the highly skilled bridge experts who work for NRC member contractors, I can’t fully appreciate the design, materials, and labor engineered into the 100,000 rail bridges in operation across the U.S. These qualified and experienced experts collaborate with railroads and the Federal Railroad Administration (FRA) to inspect, maintain, and construct rail bridges of all types and sizes and in all environments. Their work ensures that rail bridges provide safe and secure connections for freight and passenger trains traveling across rivers, gorges, and ravines as well as cities, roadways, and industrial developments. It is difficult and amazing work. And it’s no wonder the NRC has often recognized contractors who complete complex bridge projects with its annual Project of the Year award. While I don’t have that type of bridge expertise, I’ve learned a lot about building bridges through my association with the NRC. Like rail bridges, the NRC’s fundamental role is to provide valuable connections. The association has a well-earned reputation for facilitating countless opportunities to connect members with other industry influencers, including railway engineering and operating professionals, elected and public officials, government regulators, and other rail associations and groups. NRC advocacy connections, where staff and members represent the interests of contractors and suppliers before Congress and with federal agencies, have a solid record of making our industry safer and stronger. Railroad Day on Capitol Hill, grassroots events, and other lobbying activities give elected officials the chance to meet with industry professionals and gain firsthand knowledge about the work we perform. The NRC and its members have proven to be respected resources in legislative matters involving rail. That is the result of years of relationship building with Congress, their staffs, government officials, and regulators. The Infrastructure
Investment and Jobs Act (IIJA) signed into law last November is a recent example. The NRC gave input on this important legislation that will generate historic funding for rail projects. These efforts truly provide a bridge for our industry to the future. NRC-sponsored events provide opportunities to connect with and learn from others. Our annual conference and exhibition, held each January, is the industry’s premier event to network and learn about the capital plans for Class 1, short line, and transit railways. The NRC’s annual railroad equipment auction follows each spring. In addition to connecting sellers and buyers, the auction generates funds to develop safety training resources for member contractors, including a member-only portal with toolbox talks, manuals, videos, and FRA training standards templates. The NRC also serves as a bridge for the next generation. Its annual Scholarship Program awards higher-education tuition assistance for children and grandchildren of member company employees. Through the annual Education Grant Program— open to U.S. colleges, universities, or technical schools with a railway construction, railway engineering, or construction management program—the NRC is supporting education and research efforts while attracting promising young people to our industry. Take it from me, the vital connections built through the NRC are as plentiful, valuable, and enduring as the rail bridges across our nation. Building a safer and stronger railway construction industry together.
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TTCI R&D
Ultrasonic impact treatment of welded steel bridge spans Results of long-term tests on revenue service bridge Duane Otter, Ph.D., P.E.; David Linkowski; and Christopher Johnson, P.E., MxV Rail (formerly TTCI)
F
rom 2005 to 2020, MxV Rail (formerly TTCI) monitored the performance of an ultrasonic impact treatment (UIT) application to fatigue-prone weld details on a 16-span steel bridge in revenue service. During this time, two long-term tests were used to study the effectiveness of UIT for reducing fatigue cracking in certain welds. In 2005, MxV Rail evaluated the use of UIT to prevent fatigue crack initiation in existing (shop-welded) fatigue-prone weld details. After the 2005 study showed positive preliminary results, a second study initiated in 2009 evaluated the effectiveness of UIT on field-welded crack repairs. This article describes the results of the long-term tests on a revenue service bridge with more than 200 weld details. The key findings from the 15-year study show: • UIT may be a cost-effective method to extend the life of steel bridges with certain types of fatigue-prone weld details; • UIT of weld toes was somewhat effective in reducing the likelihood of and/ or delaying crack initiation in preexisting, fatigue-prone weld details in the tested bridge; • Since the original installation, the UIT application procedures have been refined to both treat more of the weld and its surrounding material and provide improved benefits overall; • Using weld repairs to fatigue cracks in conjunction with the refined UIT process on certain types of fatigue rtands.com
Figure 1. Crack initiation in original weld details over 15 years.
cracks could extend the life of some steel bridges; and • In 11 years of inspections, there have been no cracks in treated repair welds. Welds are common starting points for fatigue cracks. Fatigue crack growth can occur when residual tensile stresses created by the welding process combine with additional tensile stresses from train loading. One technique that can reduce detrimental residual stresses is the application of UIT—a peening technology that uses small pins to strike the surface of a weld zone repeatedly at ultrasonic frequencies, thereby inducing compressive residual stress. UIT differs from traditional peening methods in that the equipment used to apply the treatment operates at a frequency of 27 kHz and requires less effort to operate. UIT is applied using a portable handheld tool. Additional information can be found in previous publications.1-4 Positive results from previous studies5-7 suggested the need for a field study with a large number of details to provide statistical significance. To evaluate the UIT technology, two long-term tests were conducted on a Canadian National Railway (CN) bridge with multiple spans containing similar weld details. A study of preventive UIT measures evaluated
the effectiveness of UIT for preventing cracks in original shop-welded, fatigue-prone details. This study has been underway for approximately 800 million gross tons (MGT) of revenue service traffic. A more recent weld repair study evaluated the effectiveness of UIT on cracks that have been repaired by welding in the field. This study has been underway for approximately 500 MGT of revenue service traffic. Both tests included a visual inspection of both the treated and untreated (control) areas. Application to original weld details The test bridge was thoroughly inspected prior to the application of UIT. Care was taken to inspect and select only uncracked details for use during this test. If a detail’s integrity was questionable, that detail was not included in the test. About half of the remaining details were left untreated as a control group. After eliminating details that were already cracked, inaccessible, or in spans not part of the test, a total of 110 details were selected for evaluation—46 of the selected details were treated and 64 were left untreated. The UIT was not applied to any existing cracks. All work was done from the underside of the bridge; no train delay or bridge outage was required. May 2022 // Railway Track & Structures 5
TTCI R&D
Figure 1 shows a summary of crack initiations observed from 2005 to 2020. A total of 14 cracks were found in 64 untreated details (22%), and seven cracks were found in 46 treated UIT details (15%). These results indicate that crack initiation in treated details is noticeably lower than in untreated details. The UIT treatment delayed crack initiation in treated details compared to what was seen in the untreated control details.
Figure 2. Crack development in weld-repaired details over 11 years.
Figure 3. Underside of the CN test bridge.
The initial April 2005 UIT application concentrated on the weld toes. Inspections were conducted annually from fall 2006 through 2017, and once again in September 2020. Any observed crack length changes and new cracks were documented. Implementation issues During the fall 2008 inspection, a small crack was found in an untreated portion of a UIT-treated weld detail. For this detail, only 6 Railway Track & Structures // May 2022
one toe of the weld had been treated during the initial UIT application, and a crack appeared on the untreated toe. By the time the next test was initiated in 2009, the UIT vendor recommended treating the entire weld and the surrounding parent metal, not just the weld toe. Results after 15 years of testing Throughout the testing, TTCI provided updates in various reports and studies.2-4
Application to weld repairs Based on the success of the UIT application after four years of service, bridge engineers with the Association of American Railroads (AAR) Bridge Technical Advisory Group (TAG) asked if UIT could be used in conjunction with repair welds to extend the life of weld-repaired details. To address this issue, CN and MxV Rail engineers developed a weld repair plan and test plan using several cracks found in four spans of the test bridge. As part of the plan, weld repairs were made to 24 cracked weld details. Then, half of these repairs were treated with UIT while the other half of the repairs were left untreated to serve as control weld details. An equal number of treated and untreated weld repairs were made under both the north and south rails. For this test, the UIT encompassed the entire weld, as well as the parent metal in the local area, following the vendor’s revised recommended procedures. As of the September 2020 inspection, five of the 12 untreated weld repairs had cracked (42%) while none of the 12 UIT repairs had cracked despite a traffic accumulation of 540 MGT on the repair welds. Figure 2 shows the percentage of crack development in the weldrepaired details over 11 years of revenue service traffic. These results are encouraging. Normally, weld repairs of fatigue cracks performed in the field have a history of cracking again, as is evident with the control welds. Given that none of the treated welds cracked in approximately 11 years and 540 MGT of service, it is likely that the improved UIT process contributed significantly to the performance. However, this performance also raises the question of how well the UIT welds in the original test would be performing if the improved application process had been in use at the beginning of that test. Test bridge description To conduct this study, TTCI used a 16-span, open-deck, steel beam trestle on CN. This bridge contains over 200 weld details of similar types, some of which were already cracked rtands.com
TTCI R&D
at the beginning of the study. The fatigue cracks are similar to the out-of-plane distortion cracks often found near the bottom of stiffeners and diaphragms in welded steel bridges fabricated roughly 50 to 60 years ago. Built in 1966, the bridge has an overall length of about 432 ft and an open deck with timber ties and continuous welded rail. The spans are supported by concrete piles with concrete caps. Annually, the bridge carries about 50 MGT of bi-directional mixed freight and intermodal traffic. Figure 3 shows a view of the underside of the bridge. The spans are about 27 ft long with four beams per span. Located near the quarter points and the midpoint of each span, the intermediate diaphragms consist of steel plates with the ends welded to the webs of the main beams and the top and bottom welded to stiffening angles. The weld detail of interest is at the bottom of the diaphragm plates where they connect to the webs of the beams. UIT has proven to be successful in reducing cracking at weld details in this steel bridge. The improved treatment process applied to weld-repaired details has been particularly effective. The older treatment process applied only to weld toes of original shop welds has been mildly effective. Acknowledgments The authors acknowledge the AAR Strategic Research Initiatives program for funding of this long-term study. The authors also thank the many past and present members of the AAR Bridge TAG for their continued guidance throughout. This test would not have been possible without the dedicated efforts of numerous past and present CN and MxV Rail/TTCI employees who assisted with the test installations, repairs, and inspections over the many years the test was conducted. References 1. Uppal, A. S., D. Yoshino, and L. Tehini. “Ultrasonic Impact Treatment of Vertical Stiffener Welds at FAST Bridge.” Technology Digest TD02-013. AAR/TTCI. Pueblo, Colo. 2002. 2. Otter, D. and B. Doe. “Bridge Life Extension through Ultrasonic Impact Treatment of Weld Details.” Technology Digest TD09-030. AAR/TTCI. Pueblo, Colo. 2009. 3. Tunna, L., R. Joy, and D. Otter. “Evaluation of Ultrasonic Impact Treatment for Steel Bridge Weld Details.” Technology Digest TD12-020, (AAR/TTCI). Pueblo, Colo. 2012. 4. Joy, R. and D. Otter. “Steel Bridge Life Extension for Welded Bridge Details.” Railway Track & Structures. January 2015. pp. 11–14. 5. Prask, H. J., T. Gnaupel-Herold, J. W. Fisher, and X. Cheng. “Residual Stress Modification by Means of Ultrasonic Impact Treatment.” Proceedings of Society for Experimental Mechanics. Portland, Ore. 2001. pp. 551–4. 6. Roy, S., J. W. Fisher, and B. T. Yen. “Fatigue Resistance of Welded Details Enhanced by Ultrasonic Impact Treatment (UIT).” Presented at The Eleventh International Offshore and Polar Engineering (ISOPE) Conference. Stanvenger, Norway. 2001. 7. Haagensen, P. J., E. S. Statnikov, and L. Lopez-Martinez. “Introductory Fatigue Test on Welded Joints in High Strength Steel and Aluminum Improved by Various Methods Including Ultrasonic Impact Treatment (UIT).” International Institute of Welding, Paris, France. 1998. IIW Doc. XIII-1748–98. rtands.com
CONTACT Mary Jo Balve Global Trade Show Services, Inc. 33 Prince Place, Little Silver NJ 07739 T +1 732 933 1118 mjbalve@globaltradeshow.com
May 2022 // Railway Track & Structures 7
BRIDGE CONSTRUCTION
LITTLE QUIT
Use of lightweight cellular concrete helps on project with limited work closures
IN THEM
8 Railway Track & Structures // May 2022
Graham Christie, P.E., Aamir Durrani, P.E., Murali Hariharan, P.E., G.E., and Jason Lee, P.E. Contributing Authors rtands.com
BRIDGE CONSTRUCTION
T
he San Juan Capistrano/Laguna Niguel Passing Siding Project added 1.8 miles of new passing siding railroad track between the Laguna Niguel/Mission Viejo Metrolink Station and Trabuco Creek in San Juan Capistrano, Calif. The passing siding track runs adjacent to the existing main track, allowing trains traveling in opposite directions to pass each other without stopping. The siding reduces delays, increases safety, and provides more reliable rail service on the Los Angeles-San Diego-San Louis Obispo (LOSSAN) rail corridor. HNTB was the project’s civil and structural engineer of record, responsible for design of new trackwork, culvert extensions, replacement of a timber trestle with a concrete box culvert, and improvements at a grade crossing with associated roadwork. A key project goal was to achieve the necessary improvements while minimizing impacts to railroad operations. Construction of a second track with special trackwork elements and a box culvert under the existing and proposed second track would require extended work periods with no train traffic. The design team developed innovative design solutions to achieve this goal, including replacing an existing timber trestle with poor underlying soil conditions with a new concrete box culvert in a 51-hour exclusive track closure window.
Photo Credit: HNTB Corp.
Figure 1. Existing LOSSAN main track in San Juan Capistrano, Calif.
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Focused shutdown The San Juan Capistrano/Laguna Niguel Passing Siding Project is located on the 351-mile LOSSAN Corridor, which extends through a six-county southern California coastal region. It is the secondbusiest intercity passenger rail corridor in the U.S. and the busiest state-supported Amtrak route. Nearly 76 trains per day— comprised of passenger and freight carriers dispatched by Metrolink, including Metrolink commuter service, Amtrak’s Pacific Surfliner, and BNSF freight rail services—pass through the project area during a typical weekday. Weekend traffic is lessened due mainly to the reduced volume of passenger trains. Given the nature of the train traffic throughout the LOSSAN Corridor, key project elements were phased with one basic strategy in mind: Minimize railroad disruptions by focusing shutdown work on a few weekends. A key project feature—replacement of the timber trestle—would require a long weekend,
plus careful planning and innovation due to the extensive work involved and the tight schedule constraint coupled with challenging soil conditions. Messy settlement Metrolink identified the timber trestle to be nearing the end of its useful life and in need of replacement in roughly the same time period as the proposed construction of the San Juan Capistrano/Laguna Niguel Passing Siding Project. Compressible soils at the site indicated settlement would be a key consideration for any new construction over the channel bottom. The overall watershed draining through the culvert is approximately 83 acres, including the offsite runoff from the I-5 freeway and adjacent Camino Capistrano roadway. The culvert was designed to pass the 100-year peak flow of 251 cu ft per second; however, the existing upstream and downstream connections outside the rail right-of-way are undersized. Existing wooden bents physically constrained the culvert size, so a detailed field investigation and survey were critical to determine the maximum practicable section that could be constructed as a cast-in-place option. The existing timber trestle, more than 100 years old, showed signs of disrepair, and the approaches frequently required track maintenance to fix settlement issues. The proposed siding required the addition of two new tracks at this location, and the timber trestle did not lend itself to a compatible widening option. Considering the site geological conditions, bridge needs, channel function requirement, and compressed construction time frame, a concrete culvert option was selected. The decision was further solidified based on the culvert’s ability to spread reaction loads to underlying subgrade without requiring deep foundations. The engineering team used a single-cell box option to make the structural, geotechnical, and hydraulics work for all the design requirements. The design team provided the contractor with the option to use precast instead of cast-inplace to expedite construction. The box culvert was located at the deepest part of the channel and then backfilled to meet grades on either side and backfilled on top to accommodate the three new track sections. The box culvert was approximately 9 ft high x 8 ft wide and 60 ft long, including the wingwalls. The existing timber trestle was removed May 2022 // Railway Track & Structures 9
BRIDGE CONSTRUCTION Figure 2. The existing timber trestle.
It’s Absolute To minimize disruption to commuter and freight rail services, complete bridge replacement was required to take place during a weekend Absolute Work Window (AWW). The project required removal of a 10 Railway Track & Structures // May 2022
section of mainline track, existing bridge demolition, excavation, LCC placement, and box culvert installation, all within 51 hours beginning on Friday evening with the track open to regular commuter service the following Monday morning. Work within the AWW required cutting and temporarily removing a length of mainline track (rail and wood ties) and ballast, removal of the timber trestle, cutting the foundation piles, excavation to make room for the design LCC section,
placing the new box culvert, backfilling with LCC, and restoring grades and track. To provide maximum flexibility during construction, the contractor was given a precast concrete option for the box culvert and the LCC specification was written as a performance specification meeting select operational and design requirements. The minimum required strength was 30 psi in two hours, which provided enough strength for rail restoration on the topmost lift and to support train traffic following the AWW.
Figure 3. Cross section of the box culvert with lightweight cellular concrete. rtands.com
Photo Credit: HNTB Corp.
in-kind, and the treated timber piles were cut 2 ft below the lowest excavation grade. To eliminate settlements and the unacceptably long time periods involved, the design drove toward using lightweight cellular concrete (LCC) in a load-balancing approach. LCC was preferred due to its ability to be cast in place and its extremely light weight. In this approach, enough existing normal weight soils in and around the channel would be excavated so the total weight of the added LCC and the box culvert would be no greater than the existing load on the clays in the channel, creating a zero additional load condition. With this approach, rail traffic could operate on the new box culvert without long-term settlement issues. The design led to the section shown in Figure 3. The solid line (original grade) is the existing grade, and the inverted pyramid area is the LCC required for the load-balancing approach. Figure 4 shows limits of LCC in the plan and section around the box culvert.
BRIDGE CONSTRUCTION
Photo Credit: HNTB Corp.
Table 1. The proposed mix was a combination of rapid set cement, water, and foam.
The 30 psi in two hours translated to an 80-psi strength requirement at 28 days. The mix density to meet the load-balancing requirements was 35 pcf. The maximum lift thickness was set at 5 ft, as beyond 5 ft thickness the foam bubbles in LCC crush and the mix rapidly gains density. Prior to bid, HNTB had extensive discussions with LCC contractors to discuss the feasibility of placing such a large quantity of LCC—590 cu yd in 5-ft lifts within the weekend window. Specialty contractors noted that this would be the first application of LCC placed in such a limited time window and that rapid set cement would be an ingredient in the mix. The key performance criteria HNTB developed with contractor input were: • Maximum cast density: 35 pcf; • Maximum pour height/lift thickness: 5 ft to prevent collapse of the foam bubbles within the mix; • Minimum compressive strength: 30 psi within two hours for each lift prior to placing the precast box culvert or subsequent lift; • Minimum compressive strength: 30 psi prior to allowing train operations; • Maximum total placing time for entire LCC volume: 10 hours; • Minimum 28-day compressive strength: 80 psi for all lifts; and • Maximum % water absorption after 120 days: 16% Throop Lightweight Fill, Pasadena, Calif., rtands.com
won the contract for the LCC work. Reyes Construction, Pomona, Calif., was the general contractor. The proposed mix was a combination of rapid set cement (required for early high-strength gain), water, and foam. The initial mix design particulars are
shown in Table 1. With this initial mix design, Throop started construction trials. Contrary to expectations, due to the large amount of rapid set cement used the mix exhibited very high heat of hydration that led to
Figure 4. The limit of LCC around the box culvert. May 2022 // Railway Track & Structures 11
BRIDGE CONSTRUCTION
delamination of field cast trial blocks. This delamination was not acceptable, because the placed LCC started losing its shear strength forming LCC aggregate and not homogeneous solid block. With the AWW fast approaching—just 15 days away—a more robust mix was required. Throop went about designing a new mix, ultimately proposing a mix with fly ash, a reduced quantity of the rapid set cement, chilled water, ice, and special retarders to control the heat of hydration. In Throop’s field trials, this new mix achieved a density of less than 35 pcf, and the two-hour strength ranged between 52 psi and 56 psi, more than the required minimum. The strengths were tested using 2.97-in. x 5.4-in.-high cylinders. The reduction of the rapid set cement and addition of fly ash resolved the tendency of the mix to delaminate. Reyes then stacked 4-ft cube blocks of regular weight concrete on the LCC to simulate design loads and to demonstrate the placed LCC would support those loads when rail service resumed. LCC was placed between Saturday and Sunday. Throop had to make several
Figure 8. The as-built box culvert.
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BRIDGE CONSTRUCTION
adjustments to placement operation in the field as it tackled difficult LCC behavior with rapid set cement. To resolve the LCC mix setting up in the slick lines during pumping before discharging, Throop switched to larger-diameter lines and reduced pumping distance by moving the mixer closer to the actual placement. Now once pumping started, continual pumping reduced the risk of the LCC clogging the lines. Chilled water and ice were used in the mix along with specialty retarders for all lifts to help control the heat of hydration. Although the quantity of retarders was adjusted during placement to control the heat of hydration, the total water/cement ratio was maintained. Prior to placing each lift, Throop performed a density test on the mix. Once the trial density came out at 35 pcf, the lift placement began. During placement, Throop took density samples every 10 to 15 minutes to monitor the mix density. Cylinders also were taken during each lift to confirm strength. Based on density test results, mix ingredients were adjusted to keep the density as close as possible to the
specification requirements. For all the lifts, Throop was able to maintain the density in the 35- to 38-pcf range, which was acceptable. The precast box culvert placement occurred without issues. As part of the contractor’s planning for the AWW, an hour-by-hour schedule was developed for the numerous construction activities that would take place during the weekend outage. The contractor was delayed a few hours due to complications with the removal of timber piles for the existing bridge structure. Otherwise, the construction activities followed the planned schedule very closely. Major construction elements during the AWW included: • Removing mainline track (panel); • Demolishing existing bridge foundation and superstructure; • Excavating for reinforced concrete box (RCB); • Placing LCC lift No. 1 and cure approximately 104 cu yd of LCC; • Grading and setting RCB and place bulkheads for additional lifts; • Placing and curing LCC lifts No. 2
• •
(approximately 120 cu yd) and No. 3 (approximately 190 cu yd); Reinstalling track panel; and Surfacing, stabilizing, and destressing track.
By 4 p.m. Sunday, nearly 40 hours into the work window, the mainline track panel was placed back into position. The track was surfaced, stabilized, and destressed ready for mainline traffic by early Monday morning. First time of many? The bridge replacement and LCC placement were a success. The required density range of LCC was achieved and placement of 590 cu yd of LCC was completed in the 51-hour AWW as planned. In this first-time use of rapid set cement in LCC, all challenges were successfully overcome to achieve a finished LCC product that met final strength and density goals. This information was first written and presented for the AREMA 2021 Virtual Conference.
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May 2022 // Railway Track & Structures 13
BRIDGE CONSTRUCTION
A PUBLIC EXCHANGE
When working with multiple agencies, clear direction and coordination are key By Eric Dues, P.E., S.E., Contributing Author
A
s suburban development throughout North America collides with well-established railroad networks, railroad bridges are often designed and constructed by contractors and consulting engineers selected by varying public agency procurement processes. Freight rail design on public projects leans heavily on clarity in the AREMA railroads public project manual. Railroad public project staff, and the consultants working on their behalf, have a difficult task due to the varied nature of public entities’ procurement processes and the varied experience of the engineers and contractors they select. Adding the permitting of public utilities into the construction sequencing involves yet another subset of staff required to coordinate in situations often unique to the public entity.
14 Railway Track & Structures // May 2022
A current and comprehensive public project manual can lessen the overall burden of this process by providing definitive direction on preferences and interpretations. The following project is one example that involved multi-agency coordination, which was used to highlight some of the area where clear direction and dynamic coordination can improve public project delivery. Raising the way The Great Flood of 1913 destroyed most rail infrastructure in central Ohio, which was quickly rebuilt on new alignments and on higher embankment. In early 1917, three railroads approved a resolution by the county commissioners of Delaware and Franklin counties to construct a grade-separated crossing with Flint Road. The railroads raised their grades and constructed their
portions of superstructures and substructures while the counties built an offset roadway alignment and drainage under the bridge, creating Lazelle Road in the process. Certain railroad slopes were to be built with 1.5:1 and 1.125 :1 slopes to minimize impacts to adjacent private properties; these slopes would prove problematic to a track raising on the current public project. After 105 years of service, the fields are now home to corporate offices, apartments, and malls. The offset road alignment and two-span bridge created a poorly drained bottleneck for traffic. The bridges sit on the county line inside of the city of Columbus. In 2012, the city selected a design consultant to begin design of a roadway improvement. In 2018, a construction contract was sold, and construction is scheduled to complete this summer. rtands.com
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Drone imagery of the overall roadway and rail project, with the rail in the distance.
BRIDGE CONSTRUCTION
Photo Credit: Gannett Fleming
A helicopter image of the site before construction.
Phasing The phasing of the railroad project used traditional shoofly alignments in the median to bypass the work zone at the 60-mph maximum authorized track speed. To allow the same temporary span to be used for each railroad, the temporary CSX profile was raised. The median abutment, phased braced shoring, and temporary girder span were constructed first, followed by construction of the NS structure and then the CSX structure. The final phase removes the temporary works, finishes grading the railroad median, and faces the tangent shaft abutment and wingwalls. Roadway traffic underneath, which served an important emergency route, was kept open except for the final phase of lowering, which required rock excavation to both lower the roadway and install utilities. rtands.com
The single-span structures used on the project are typical railroad structures spanning 79 ft center-to-center of bearings. Being on a shared substructure, all three superstructures are skewed the same 6º 24 ft 24 in. (from normal to track to centerline of bearing). The CSX structure is a ballasted single track through girder structure with 80-in.-deep webs. The NS structure is a ballasted double-track deck girder structure with 42-in.-deep webs. The shared temporary structure is a closed timber deck structure with 60-in.-deep webs. The design team worked with CSX on several alternatives to raise their profile to allow a ballasted deck girder to be constructed, but ultimately the 1917-era steepened slopes were deemed unsuitable and too many right-of-way restrictions were present. Access Functional access to the elevated site from in-service congested suburban roads was a critical component to the plans, which detailed access drives and temporary railroad crossings to facilitate construction. Primary access was provided through temporary right-of-way acquisition and pre-project utility relocations allowing most railroad median construction activity to happen across the single CSX track. Three different ways While much of the project involved work for a single railroad on their property, the median foundations and temporary
superstructure were used by both railroads throughout the project, with the foundations being permanent and therefore following CSX specifications. Both railroads specified that their construction preferences and specifications be followed in the median work in addition to the ODOT specifications used for most structural work. While the three specifications were generally compatible, there were certain items, such as concrete mix, ballast specifications (on shared shooflies), underdrain details, and walkway bar grating that was incompatible. In some instances, materials were incompatible or local concrete batch plants could not produce a mix that met all the various specifications. These were worked out through the construction RFI process, but in doing so it took the time of staff from the city as well as both railroads and the design consultant. Potential improvement In cases where more than one railroad specification may govern, the consultant should point out discrepancies in the design phase. Likewise, railroads should limit specifications to those materials permanently on their right-of-way, refraining from comments on the other facilities unless it affects the overall safety, function, and stability of the project. These various specifications are sometimes incompatible and only create more RFIs during construction. Diligence in assessing areas of specification overlap should be the responsibility May 2022 // Railway Track & Structures 15
BRIDGE CONSTRUCTION
The temporary girders are removed after substantial completion of the roadway and trackwork and public utility relocations.
Avoiding excess The detailing of temporary spans required navigating two sets of unpublished preferences. Items such as outriggers, safety walkways, temporary handrails, and structural steel details for the temporary span were incompatible between the two owners. While the coordination of these items was communicated and resolved over time, the relatively minor issues caused excess effort for all. Accommodating on-track utility relocations often requires buried utilities in conduits across bridges, and often railroads have standard details that they prefer. However, if those preferences are not published the designer is left to accommodate the utilities using their preferences; standard utility connections and details become important in the final plan production. This excess coordination effort for unpublished standards is usually not adequately captured or known when the design team 16 Railway Track & Structures // May 2022
scopes their work with the project sponsor. Potential improvement In the case of multiple railroad owners, the author believes that the public process should allow the engineer of record the
“
THE GOAL SHOULD BE FOR OVERLAPPING SPECIFICATIONS TO BE RESOLVED IN THE DESIGN PROCESS.
levity to tailor overlapping specifications into a realistic governing specification for the project, especially for structures temporary in nature and in situations where the railroad public projects manual is silent. None of the coordination in this project example resulted in significant changes to the structure, though it did result in the consulting engineer to expend excess effort on making revisions, increasing the scope of their services with their public agency client. Outdated public project manuals do
not allow preferences and preferred detailing to be known in advance; the upkeep of these manuals is imperative to efficient communication. Permitted separately For the subject project, the public agency needed to construct signal electrical, signal interconnect fiber optics, lighting electrical, two separate water mains, and a storm sewer system. The temporary railroad crossings for construction access required a separate permitting process outside the plan review process. The public utilities that are generally constructed in the proposed roadway under the bridge and installed by the general contractor are fully designed and detailed as part of the public project plans. Unlike most private utility companies, many public project sponsors have limited experience permitting their various utilities with railroads. A concise and highly accurate exhibit is easily created by the consulting engineer during the design process using CADD base maps. Though the data is available, these exhibits are rarely completed as part of the design process because it is typically not part of the consultant engineer’s scope, and the public entity is often unaware of the requirement until it becomes a construction issue. rtands.com
Photo Credit: Gannett Fleming
of both consulting engineer (while writing specifications) and the railroad reviewer (while commenting on specifications); the goal should be for overlapping specifications to be resolved in the design process.
BRIDGE CONSTRUCTION
Potential improvement Most railroad owners have utility and crossing permit systems largely uncoupled from the engineering process. As a public project is developed, basic permitting of public utilities during the design phase would be beneficial to all parties. The railroad reviewing permit exhibits while the consulting engineer is producing plans would be an optimization. If in proximity to bridge foundations, this process could facilitate the necessary engineering and can then be revised in the final construction plans. Upon a contractor supplying material and installation information, the exhibits could be efficiently submitted for final review and approval during construction. If railroads required, as part of their public policy manual, that public utility permit exhibits be developed as part of the design, the overall permitting of public utilities on a public project could be made more efficient for all. Being realistic The project review process protects the
The median shoofly of the dual-track NSRR.
railroads interests and the public’s interest by having plans that contractors can confidently bid without significant unknowns of railroad coordination. AREMA generally defines “engineer” as the chief engineering officer of the railroad owner or their authorized representative (such as a review consultant). The AREMA
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May 2022 // Railway Track & Structures 17
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BRIDGE CONSTRUCTION
items required between themselves and the public agency. If the consulting engineer or public agency is inexperienced, the process can become fraught with potential contractual claims and delays. Though not a result of AREMA or railroad policy, it is a reality for many public projects (especially for smaller public agencies). An example is interpretations of ambiguous sections of the AREMA manual. There are, by necessity, some parts of the design that will be open to interpretation of the AREMA manual. Preferential, as opposed to prescriptive, comments transmitted to the consulting engineer late in the design process can result in project letting delays and agreements between consulting engineers and project sponsors to require further negotiation and potential disputes. Potential improvement If a railroad wishes to prescribe a position on certain AREMA manual interpretations, a current public projects manual would make such position known to the consulting engineer. Railroad review comments
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should be concise and unambiguous; if a comment suggests that a design check is insufficient, a numerical value (i.e, percent under design or suggested size) should be provided. Without a concise comment, the consulting engineer is left only to guess
“
WITHOUT A CONCISE COMMENT, THE CONSULTING ENGINEER IS LEFT ONLY TO GUESS AT THE DETAILS OF THE REVIEWER’S DISPUTED COMMENT.
at the details of the reviewer’s disputed comment. Ambiguity adds coordination time for all, and if no position is in the public project manual and the comment would not result in increased maintenance
or decreased safety, the engineer of record placing their name and seal on the plans should be afforded some levity in the decision-making process. Communicate properly Railroads publish public project manuals in good faith and have various details and requirements updated when major policy revisions occur; current preferred details make the design process smoother. The process of permitting public utilities, even though fully designed and detailed, can be time consuming and the cause of delay for public projects. There are many design and detailing efficiencies that would be very easy to accommodate should the details and preferences been known. It is impossible for any railroad owner to have an exhaustive list of interpretations of the AREMA manual, but it may be possible for railroad public project staff to curate a list of commonly differing interpretations for public project manual inclusion. The perception in public projects is often one of angst in working on railroadinvolved projects. It is the author’s opinion
May 2022 // Railway Track & Structures 19
BRIDGE CONSTRUCTION
The above image shows the widened road under the new bridges.
that much of this angst is from a lack of understanding of railroad operations and their long-term maintenance concerns. Much of the improvements suggested are summarized simply as clarity in written instruction and communication. The consulting engineer has a central position of trying to deliver a public project for their
client (a public agency) while also delivering a railroad project to a railroad owner whose facilities often drive the public project cost and schedule. Ultimately, effective communication is still the most effective strategy to help multi-party public projects proceed through design and construction; a clear
set of requirements and preferences in a current public project manual can lessen the coordination needs throughout the process. This information was first written and presented for the AREMA 2021 Virtual Conference.
WE SIFT THROUGH THE NEWS SO YOU DON’T HAVE TO
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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 https://railwayage.com/newsletters ROUND-UP of NEWS STORIES FROM:
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20 Railway Track & Structures // May 2022
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HANDHELD TOOLS
Today’s hand tools sport battery operation and sophisticated technology By David C. Lester, Managing Editor
HANDIWORK ON THE RAILS 22 Railway Track & Structures // May 2022
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HANDHELD TOOLS
Photo Credit : Industry-Railway Suppliers, Inc.
H
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andheld tools were originally the mainstay of railroad Maintenance-of-Way, and they play an essential part in maintaining ballast, rail, and ties today. While many of today’s hand tools are different from originals, short lines and tourist operations still use older tools for budgetary reasons. Class 1 roads also may use them for small repair jobs that don’t require expensive machinery on the worksite. When fastening rails to ties by hand, several striking tools are available. The spike maul, for example, is only used to drive spikes into tie plates and ties. One end of the spike maul head is longer than the other end. The longer end has a smaller diameter for spiking than the shorter end to keep the tool balanced. Track maintenance personnel will usually use the short end of the maul. However, workers may use the longer end when it is necessary to spike from the opposite side of an exceptionally high rail. Delivering blows accurately with the long end requires more skill than using the short end. In addition to the spike maul, other handheld tools for track installation include a sledgehammer, which track workers can use to apply drive-on rail anchors, loosen joint bars stuck to the rail, and remove track bolts after the removal of nuts. The track punch can drive down tie plugs inserted through the holes in the tie plates, which may interfere with a desired repositioning of the tie plates. A track chisel is an impact tool with a sharp cutting edge and a blunt striking head used to cut rail, track bolts, or frozen nuts offtrack bolts. When removing track, several tools are available. Spike removal, for example, can be accomplished by claw bars, spike lifters, and spike pullers. The claw bar can remove spikes that don’t provide a lot of resistance when there is proper clearance for its use. The spike lifter is best when spikes are tougher to remove. Track workers can use the claw bar and spike puller in tandem at locations where there is not enough clearance for the claw bar alone. Track wrenches will help work on track with jointed rail, and tie/timber tongs are available for tie placement and removal. There are powered versions of some of these tools, yet at least six states around the nation are banning or reducing the number of gas-powered handheld tools for sale, including those used for railroad Maintenance-of-Way. While the focus of
evermore technological sophistication has been on big items like PTC, rail defect detection, rail grinding, and other shiny objects, manufacturers of handheld tools for rail maintenance also are leveraging new technology. Focused Technology Solutions (FTS) Class 1s are moving aggressively to minimize hydraulic- and gas-powered tools and replace them with a battery-operated alternative for Maintenance-of-Way work. Focused Technology Solutions is a key provider of these tools. The FTS dual battery-operated tool suite solves several significant issues. The main issue is that all the Maintenanceof-Way tools produce “zero emissions,” which is just one of several FTS patented Tool Suite features. FTS has been developing battery-operated tools for Maintenance-of-Way crews to make their jobs and lives easier while minimizing liability risks for railroads all around the globe. Since FTS tools are all battery-operated, there is no need for those large vehicles, dirty hydraulic fluids, and large generators, eliminating setup time and making the job much easier for railroaders. “We’re proud of the work we’ve done to give railroaders all the battery-operated tools they’ll need on the job,” Van Fry, president of FTS Tools, said. “Our battery-operated toolset allows us to reach our ultimate goal—to make the railroad industry safer and more eco-friendly than ever before.” Now that railroaders can eliminate hoses and generators from the job, tracking maintenance in tight spaces such as tunnels and bridges is simple. The tools are all lighter than their hydraulic counterparts—the SpikeEase, DrillEase, and LagEase, for instance, all weigh under 30 lb—providing railroaders with a solution that puts far less physical strain on their bodies. FTS is having an excellent year-overyear-to-date from 2021. Growth is up over 40%, and it sees that only getting better. In 2022 and 2023, FTS Tools will be introducing several major new battery-operated tools that will continue its drive to innovate in the industry. Industry-Railway Suppliers, Inc. Industry-Railway Suppliers, Inc. (IRS), founded in 1966, is an authorized distributor of Milwaukee Tool and a leading North American distributor of railroad hand tools, including AREMA track tools and abrasives and heavy railroad equipment May 2022 // Railway Track & Structures 23
HANDHELD TOOLS
wear parts and mechanical shop tools. Milwaukee Tool is a respected worldwide leader in the power tool industry. It worked side by side with end users for decades to understand their demands and bring a wealth of knowledge and experience to the railroad industry. Milwaukee Tool brings an extensive line of Maintenance-of-Way hand tools to Industry-Railway Suppliers, including battery-powered MX Fuel Equipment, corded and cordless heavy-duty power tools, cordless fastening tools, lighting, and safety products, job kits, and accessories. Industry-Railway Suppliers’ field support team has worked side by side with railroad maintenance personnel for decades to understand their needs and develop Maintenance-of-Way solutions. This allows IRS to supply the industry with an extensive range of track tools. IRS’ extensive line of hand tools is not limited to manual hand tools. The offerings also encompass hydraulic tools, gas-powered tools, and battery-powered tools. All striking and struck tools contain Grade-B alloy steel per AREMA specifications.
RAD Torque Systems RAD Torque Systems’ battery tools have always been a strong solution for the rail industry, where lightweight, portable tools are necessary. The extreme torque wrench company recently launched its most advanced battery tool yet, the B-RAD BL S.
“
MILWAUKEE TOOL BRINGS AN EXTENSIVE LINE OF MOW HAND TOOLS TO INDUSTRY RAILWAY SUPPLIERS.
With the B-RAD BL S, the rail industry can take advantage of increased accuracy and data collection wherever needed. The new extreme torque wrench is an addition to the popular battery-operated
series known as the B-RAD. Like its predecessor, the B-RAD BL Select, the new S tool has a brushless motor for speed and efficiency and is integrated with a torque transducer for accuracy regardless of joint conditions, which means it’s ideal for the rail industry. The B-RAD BL S automatically records all torque cycles, including torque measurements, through the integrated transducer. Customers can easily retrieve the data from the torque measurements recorded on each job wirelessly with a Bluetooth connection and the easy-to-use RAD software. This additional control increases the accuracy of your torque output, but the transducer measurement also allows the recorded torque logs to hold up to scrutiny. The B-RAD BL S also offers angle movement. The angle capabilities of the B-RAD BL S mean workers can use this tool on even difficult and critical applications. The B-RAD BL S has torque capabilities of up to 5,000 ft/lb. RAD Torque calibrates all tools to ISO 17025 standards.
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24 Railway Track & Structures // May 2022
From Railway Age, GROUP RT&S and IRJ NEWS
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GET THE INSIDE SCOOP ON & OFF THE TRACK
RAIL BRIEF The Weekly RT&S Email Newsletter
• Engineering and M/W News • Information on Advancing Projects • Coverage of Developing Technologies • Safety and Regulatory Updates
Subscribe at: www.rtands.com/RailBrief
Congratulations 2022 Scholarship Winners Stanton Schmitz Michigan Technological University Canadian National Railway Company Scholarship
Logan Kemp North Carolina State University North Carolina Railroad Company Scholarship
Michael J. Copley Brigham Young University AREMA Educational Foundation Scholarship
Ian Germoglio Barbosa University of Illinois UrbanaChampaign CSX Scholarship
Gary A. Babcoke, III Penn State University Altoona Union Pacific William E. Wimmer Scholarship
Nicholas Swoboda Kansas State University New York Central Railroad Memorial Scholarship
Zoe Kyle-Di Pietropaolo Illinois Institute of Technology William E. and Barbara I. Van Trump Scholarship
Matthew M. Parkes University of Illinois UrbanaChampaign AREMA Educational Foundation Scholarship
Jiaxi Zhao University of Illinois At UrbanaChampaign Norfolk Southern Foundation Scholarship
Olivia N. Hansen Illinois Institute of Technology AREMA Educational Foundation Scholarship
Geordie Roscoe University of Illinois UrbanaChampaign AREMA Educational Foundation Scholarship
For more information about the AREMA Educational Foundation or offered scholarships, visit www.aremafoundation.org.
Update your library with the latest in AREMA reference material.
What’s Inside:
The NEW 2022 Manual for Railway Engineering contains the recommended practices for the engineering, designing and constructing of railways (except communications and signals), allied services and facilities. Now available for purchase in print and downloadable PDF.
• 5,000 pages of reference material • Over 50 new, revised and reaffirmed parts For more information or to purchase, visit publications.arema.org.
Message From The President
MICHAEL P. FREEMAN AREMA President 2021-22
H
orses and horsepower are the order of the day as we find ourselves in the month of May. Yes, the Kentucky Derby, held annually at venerable Churchill Downs in Lexington, Ky., and the Indianapolis 500, held in Speedway, Ind., are two of the three biggest sporting events of not only May, but of the whole year. The third major sporting event in the month of May is the PGA Championship, to be held in mid-May of 2022 at Southern Hills Country Club in Tulsa, Okla. Whether you like the strength and grace of a perfectly conditioned racehorse, the intricate precision of a top-notch Indy racecar, or the well-honed golf game of the best golfers in the world, there is something for you in the world of sports during the month of May. Something for everyone is the theme as we lay out the function and structure of the Track Functional Group, one of the “majors” when it comes to AREMA Functional Groups. The Track Functional Group is led by Functional Group Vice President Kevin D. Hicks, P.E., from TranSystems. Kevin is very ably supported by Functional Group Directors Erik K. Frohberg from BNSF Railway and Patrick A. Halsted from HDR Engineering. The Track Functional Group focuses on guidelines for the design, manufacturing, installation, construction, and ongoing maintenance of critical pieces of track infrastructure. The infrastructure elements included in the group’s focus include roadbed, pipes and culverts, rail, ties, and other track components. Four Technical Committees form the Track Functional Group. Those committees are
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Roadway & Ballast (Committee 1), Rail (Committee 4), Track (Committee 5), and Ties (Committee 30). These Technical Committees meet at least two times each year in locations which provide opportunities to view key projects or components being introduced to the rail industry. In the recent past, meetings have been conducted virtually, however, more in-person meetings are being planned. Committee 1, Roadway & Ballast, is chaired by Christopher S. Moale, P.E., from Engineering Systems, Inc. This Technical Committee is responsible for development and publication of recommended practices and information relating to preliminary exploration, testing, design, construction, and maintenance of railway roadbeds including soil stabilization, retaining structures, and drainage. Committee 1 also focuses on ballast types and sections, culverts, utility installations, fencing and roadway signs, vegetation control, tunnel design and excavation only, and geosynthetic material. Another key activity for this Committee is the Surveying 101 seminar, which is offered periodically. The Committee also was a key contributor to the 2019 Railway Roadbed & Ballast Symposium and looks forward to participating when that symposium is held again. Committee 4, Rail, is chaired by John Furlong from Canadian Pacific. This Technical Committee is responsible for the development and publication of recommended practices and information related to design and use of selected rail sections, use of joint bars and associated hardware, metallurgical specifications for rail steel and testing for acceptability, specifications for the manufacture and shipping of rail and all associated hardware, plant and field welding methods, classification of secondhand rail, rail testing and rail wear, grinding, and friction modification. Since rail replacement and maintenance make up a significant piece of the maintenance budget for most railroads, the Committee puts considerable effort into finding ways to prolong the life of rail. Committee 5, Track, is chaired by Karen J. Horiszny from Alfred Benesch & Company. This Technical Committee is responsible for development and publication of recommended practices and information relating to the design, use, and maintenance of rail
fixation devices or systems on wood ties. The Committee also focuses on components for special trackwork such as crossing frogs and turnouts, track geometry, track construction, and tools associated with maintenance procedures. The focus of the Track Technical Committee is on components of the track structure located above the ties but excluding the rail. The Committee produced and delivered a very successful webinar titled “Design & Construction of Highway/Rail Grade Crossings” including pre-emption, which is now available on demand. Additional webinars are under development and should be available soon. Committee 30, Ties, is chaired by Marcus S. Dersch, P.E., from the University of Illinois at Urbana-Champaign. The Technical Committee is responsible for the development and publication of recommended practices and information relating to loads and performance of crossties in track. Other areas of focus for Committee 30 include design and use of concrete ties including devices or systems for fastening rail to the ties, evaluation of rail seat deterioration of concrete ties, design, handling, preservation, inspection and disposal of wood crossties and wood switch ties, maintenance and life of tie records, design, material properties, and general considerations for composite ties. Evaluative tests for ties also are covered by Committee 30. In the recent past, the Committee has focused on improving the life cycle of traditional wood ties as well as “newer” materials like concrete, steel, and new and improved fastening systems which connect the rail to the ties. As you can tell, there is a lot of horsepower in the Track Functional Group with four Technical Committees dealing directly with where the “rubber meets the road” in the railroad world, the track. This article concludes the six-part series to explore the six AREMA Functional Groups. I trust that these articles have been as enlightening to you as they were for me as I composed each one. Perhaps they will inspire you to become an AREMA member or, if already a member, to become more involved. Make a difference in the railway industry, network, and assist in the professional education of others by joining an AREMA Technical Committee. Until next time, be well and be safe. May 2022 // Railway Track & Structures 27
FYI
Denver is calling! Registration is now open for the AREMA 2022 Annual Conference & Expo, Aug. 28-31, in Denver, Colo. For the latest information about Keynote Speakers, technical presentations, Expo, sponsorship, and more, visit www.conference.arema.org. Submit your entry for the 2022 Dr. William W. Hay Award for Excellence. Be part of this prestigious group celebrating innovators focused on safety, service performance, and reliability. Please visit www.arema. org for more information and submit your project by May 20, 2022. Order the 2022 Manual for Railway Engineering now. With more than 40 new or
revised Parts, it’s the perfect time to get the 2022 Manual. More details and how to order are available at www.arema.org, or contact publications@arema.org for more information. Don’t miss out on the conversation happening in AREMA’s Member Forum. The Member Forum connects you with other members allowing you to send messages, start conversations, and more. See what everyone is talking about today: https:// community.arema.org/home. If you’re looking for a new podcast to binge, listen to AREMA’s Platform Chats. It features guests from every aspect of the railway industry.
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.
NOT AN AREMA MEMBER? JOIN TODAY AT WWW.AREMA.ORG CONNECT WITH AREMA ON SOCIAL MEDIA:
UPCOMING COMMITTEE MEETINGS 2022 MEETINGS JUNE 8-9
JUNE 9-10
*AUG. 27
*AUG. 27-28
Committee 9 - Seismic Design for Railway Structures Anchorage, Alaska
Committee 8 - Concrete Structures and Foundations Anchorage, Alaska
Committee 27 Maintenance of Way Work Equipment
Committee 24 - Education & Training
*AUG. 28
*AUG. 28
*AUG. 28
*AUG. 28
Committee 12 - Rail Transit
Committee 5 - Track
Committee 17 - High Speed Rail Systems
Committee 11 and 17 Joint Meeting
*AUG. 28
*AUG. 28
*AUG. 28
*AUG. 28
Committee 11 - Commuter & Intercity Rail Systems
Committee 16 - Economics of Railway Engineering & Operations
Committee 10 - Structures Maintenance & Construction
Committee 33 - Electric Energy Utilization
*AUG. 28-29
*AUG. 29
*AUG. 29
*SEPT. 1
Committee 6 - Rail Facilities, Utilities and Buildings
Committee 13 Environmental
Committee 41 Track Maintenance
Committee 38 Information, Defect Detection & Energy Systems
*SEPT. 1
SEPT. 27-28
Join a technical committee
Committee 39 - Positive Train Control
Committee 15 Steel Structures Virtual Meeting
Joining a technical committee is the starting point for involvement in the association and an opportunity for lifelong growth in the industry. AREMA has 30 technical committees covering a broad spectrum of railway engineering specialties. Build your network of contacts, sharpen your leadership skills, learn from other members, and maximize your membership investment. If you’re interested in joining a technical committee or sitting in on a meeting as a guest, please contact Alayne Bell at abell@arema.org.
*Denver, Colo., in conjunction with AREMA 2022 Annual Conference & Expo
For a complete list of all committee meetings, visit www.arema.org.
28 Railway Track & Structures // May 2022
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GETTING TO KNOW
Committee 8 Chair Jason C. Hale, P.E. to benefit our industry. I ended up applying and being accepted to the same committee as him in 2008, which is where I still am today.
JASON C. HALE, P.E. Assistant Director Bridge Inspection & Maintenance BNSF Railway
A
REMA: Why did you decide to choose a career in railway engineering? HALE: One of the reasons I chose a career in railway engineering is because of the significant role that rail transportation plays in delivering goods and services to our nation. AREMA: How did you get started? HALE: I was a young engineer working in the consulting industry, specifically geotechnical engineering. I was able to consult on a couple of facility improvement projects for a local Class 1 railroad, and that opened my eyes to how complex the infrastructure on a major rail network is, and the many opportunities that would provide me to work on various types of projects. AREMA: How did you get involved in AREMA and your committee? HALE: Several years into my railroad career, I was promoted to a design role from a construction management role. At that time, I was introduced to a handful of professionals in a similar design role as mine that had an abundance of experience and became mentors to me. I remember one of those mentors, specifically, took the time to introduce me to AREMA and inform me about the opportunities AREMA provided him throughout his career. He talked about the networking opportunities it provided him to meet other railroad engineering professionals. He took pride in the work he was doing while participating on an AREMA committee rtands.com
AREMA: Outside of your job and the hard work you put into AREMA, what are your hobbies? HALE: Since I was a child, I’ve enjoyed collecting sports cards and autographed sports memorabilia. I have some of my most prized pieces on display in my man cave, and I like to unwind when I can find some alone time in the basement with my collection. I also enjoy weightlifting and recently purchased an interactive Spin bike. AREMA: Tell us about your family. HALE: I’ve been married to my lovely wife, Lisa, for over 12 years. Lisa is a Registered Nurse and currently practices Clinical Research. We share a 9-year-old daughter, Mia, who is active in competition dance and softball, and a 6-yearold son, Drake, who is active in karate, flag football, swimming, and recently started wrestling. AREMA: If you could share one interesting fact about yourself with the readers of RT&S, what would it be? HALE: I proposed to my wife in New York at the Old Yankee Stadium on the big screen! AREMA: What is your biggest achievement? HALE: I don’t know if I could name anyone’s achievement. I think the most satisfying thing to me where I’m at now in my career has been my consistent track record of mentoring folks, building teams, and helping others realize their capabilities. The relationships I’ve been able to build and keep are what I value most. AREMA: What advice would you give to someone who is trying to pursue a career in the railway industry? HALE: If you’re looking for a fast-paced career, always evolving, and provides endless problem-solving opportunities, the rail industry could be a perfect fit. At times it can be frustrating, as the railroad is an exception-based industry. Senior leaders are typically focused on what is wrong, or how to correct something that didn’t go quite right, but you can’t forget to celebrate and enjoy the successes along the way and enjoy the journey.
PROFESSIONAL DEVELOPMENT AREMA is focused on your education and helping you advance in the railway industry. AREMA’s webinars and seminars provide Professional Development Hours (PDH) to ser ve your educational needs. Designing an Efficient & Operational Bulk Transfer Facility Webinar Date: Thursday, June 2 Location: Zoom Time: 2-3:30 p.m. ET PDH: 1.5 Introduction to Practical Railway Engineering Seminar Date: Friday, Aug. 26 - Sunday, Aug. 28 Location: Denver, Colo., in conjunction with the AREMA 2022 Annual Conference & Expo PDH: 20 Track Alignment Design, Part I Seminar Date: Wednesday, Aug. 31 - Friday, Sept. 2 L o c a t i o n : D e n v e r, C o l o . , i n conjunction with the AREMA 2022 Annual Conference & Expo PDH: 14.5 Culvert and Storm Drain Inspection Seminar Date: Thursday, Sept. 1 Location: Denver, Colo., in conjunction with the AREMA 2022 Annual Conference & Expo PDH: 6.5 These courses are comprised of r e c o m m e n d e d p ra c t i c e s a n d relevant accumulated knowledge from subject matter exper ts in the railroad industr y. They are n ot i nte n d e d a s a re g u l ato r y qualification. To r e g i s te r f o r t h i s w e b i n a r, seminars, and our other On Demand education, please visit www.arema.org.
May 2022 // Railway Track & Structures 29
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Reader Referral Service This section has been created solely for the convenience of our readers to facilitate immediate contact with the RAILWAY TRACK & STRUCTURES advertisers in this issue. 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
May 2022 // Railway Track & Structures 31
LAST STOP
A requiem for HSR in America We won’t see HSR in this country for at least 100 years By David C. Lester, Managing Editor
I
support rail passenger service in the U.S. I also support truly high-speed rail passenger service. However, despite the recent passage of the bipartisan infrastructure bill, I don’t believe the political will to see high-speed rail projects through to completion exists in our country. Traditional rail passenger service (i.e., Amtrak, Brightline) also is a concern. As I have written in this space before, once passage of the infrastructure bill seemed likely, talk began immediately about new Amtrak routes, both higher-speed and conventional. Talk of high-speed rail also got a shot in the arm, but it was simply “happy talk,” which is about things that would be exciting and nice to have but are unlikely to happen when the steel meets the rail. America should use public dollars earmarked for rail passenger service to bring our existing passenger network to a good state of repair like resolving pitiful infrastructure issues in the Northeast Corridor, purchasing new cars and locomotives for both NEC and conventional service to keep the trains moving, and investing in regular and proper maintenance, so passengers don’t end up with toilets that don’t flush or air conditioners that don’t work. While some of this is already underway, I sense that passenger rail supporters behave like kids who want new toys and are not interested in continuing to play with the ones they already have. An exaggeration, perhaps, but you get my point. High-speed rail is a different animal. Does the general public even understand what high-speed rail is and isn’t? For example, Brightline, which promises to be an exciting new service, is not high-speed rail. Even with some of their trains slated to run slightly over 100 mph in places, that’s not much faster than long-distance Amtrak trains, with speed limits of 79 mph in many areas. Amtrak’s NEC trains run fast, and the Acela train can hit 150 mph in spots, which is much faster than Brightline. However, based on European and Asian standards, true high-speed rail is 200+ mph. This type of service requires infrastructure that doesn’t exist in the U.S. Two major HSR projects in the U.S. are harbingers for the future. First is the California High-Speed Rail project, overseen
32 Railway Track & Structures // May 2022
by the California High-Speed Rail Authority. This project kicked off in 2008 with an estimated budget of $40 billion. Fourteen years later, the estimated cost has skyrocketed to between $105-$110 billion. The only significant accomplishment is the ongoing construction of elevated guideways, bridges, and grade crossing elimination within a 119-mile section of California’s Central Valley. With the train’s route planned to run 500 miles from Los Angeles to San Francisco, there’s a lot of building yet to do. Since the project kickoff and the budget explosion, the length of time has begun to sow doubts around whether organizations will ever complete the project. Interestingly, California Gov. Gavin Newsom said several years ago that he wants the service to start running from Merced and Bakersfield, but ridership between those two points would be low. The Texas Central Railroad also initiated a high-speed rail project between Dallas and Houston. However, problems have plagued the road. A landowner filed a lawsuit arguing against eminent domain for the railroad through his land along the train’s proposed route. In addition, several counties said the railroad owes over $600,000 in unpaid taxes for 2021. Texas Rep. Jake Ellzey (R-Texas) has introduced a bill that would require all proposed highspeed rail projects to acquire all of the land they would need for right-of-way before any construction can begin, placing an additional burden on high-speed projects. In general, high-speed rail in America has more support from Democrats than Republicans. This poses an additional challenge as changes in the party occupying the White House, Senate, and House of Representatives will likely impact government funding of rail projects, especially HSR. While polls show that many Americans favor high-speed rail so “we can have fast trains as they do in Europe and other parts of the world,” they may not appreciate the amount of funding and time needed to complete these projects. I wonder, too, about how enlightened our national leadership is around the general notion of “we need high-speed trains” in the U.S. David Peter Alan, one of my SimmonsBoardman colleagues, writes extensively about passenger rail, including high speed,
in Railway Age. A recent report from Alan on the conference of the American Public Transportation Association (APTA) held in Philadelphia at the end of March raises some interesting questions. Although APTA billed the meeting as a “high-speed rail conference,” Alan wrote, “rather than a high-speed rail conference, the event felt more like a conventional rail conference with some sessions about HSR thrown in.” Alan also reported that Federal Transit Administrator Nuria Fernandez referred to high-speed rail ‘‘with a sense of urgency,’’ saying that ‘‘this needs to happen quick.’’ With all respect to FTA Administrator Fernandez, high-speed rail will not come about quickly. Right-ofway upgraded for 110 mph running in some proposed Amtrak corridors can undoubtedly come about in a reasonable amount of time, but HSR cannot. High-speed rail in Japan, Europe, China, Morocco, and other places worldwide is very impressive and reflects the value that both governments and citizens see in these systems. I would love to see HSR in the U.S. As proponents point out, increased rail travel (as opposed to both auto and air) would benefit the environment and reduce global warming. As argued for decades, rail systems’ land use is minuscule compared to airports and interstate highways. There is a myriad of benefits offered by HSR. Unfortunately, it’s hard to convince me that anyone alive today will ever see them.
David C. Lester
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August 28-31, 2022 | Denver, Colorado Colorado Convention Center
REGISTER NOW 300+ EXHIBIT SPACES • NEARLY 80 TECHNICAL PRESENTATIONS EDUCATIONAL SEMINARS • KEYNOTE SPEAKERS • COMMITTEE MEETINGS & RECOGNITION BREAKFAST • DR. WILLIAM W. HAY AWARD FOR EXCELLENCE • STUDENT ACTIVITIES & YOUNG PROFESSIONALS PROGRAM • MEET THE NEXT GENERATION NETWORKING & SPONSORSHIP OPPORTUNITIES Register today before rates increase. Check your Membership status to see if you qualify for an early-bird discount. Not a Member? Join today and gain access to all that AREMA has to offer. To REGISTER or for more information, visit conference.arema.org