RTS November 2021 by Railway Track & Structures

TRACK GEOMETRY

LIGHTS ARE ON TRACK GEOMETRY SECTOR IS OPEN FOR BUSINESS AND BUZZING IN 2021

NOVEMBER 2021 | WWW.RTANDS.COM

ALSO: BART RAIL GRINDING TRUCKS/HI-RAIL VEHICLES rtands.com

February 2018 // Railway Track & Structures 1

1,000,000,000 rail anchors installed worldwide!

Every day, expert technicians at our state-of-the-art facilities manufacture trackwork and fasteners such as our American-made GE11 e-style clips. Produced with an innovative process that significantly reduces internal stress, the GE11 improves fatigue performance beyond that of the legacy eClip. Creating safe and reliable infrastructure solutions is just one way we keep you rolling.

Our GE11 e-style clip is interchangeable with all existing eClip assemblies and shoulders.

We keep you rolling. +1 800-476-8769 • progressrail.com •

@progressrail •

@Progress_Rail

CONTENTS

November 2021

20 COLUMNS

DEPARTMENTS

On Track NCTD finds itself fenced in

NRC Column My heroes have always been railroaders

Last Stop Financing Amtrak in the long run

30 31 31

TTCI R&D FAST high-strength rail test AREMA News Message from the President, Getting to know, and more Classifieds Advertiser Index Sales Representatives

FEATURES

Updating the profile A solid grinding program is lessening the noise and improving BART’s rails

Keeping the ride smooth and efficient Track geometry inspection process and services continue to expand

20 On the Cover Checking track geometry. For story, see p 12.

Top of rail Hi-rail vehicles continue to crank out innovation

rtands.com

November 2021 // Railway Track & Structures 1

Are you seeing the whole picture?

Tie Inspection

Rail Inspection

Geotechnical Services

Ballast Inspection

Manual track inspections only see what’s at the surface. We offer multiple inspection and vision technologies for the most comprehensive analysis of your track conditions available – including what visual inspections can’t see. Loram offers Rail Inspection Vehicles to determine rail profiling needs and Loram Technologies offers geotechnical services to identify ballast and substructure health, BallastSaver® to find ballast deficiencies, and Aurora® and Aurora Xi ® to reveal the condition of individual ties and track components. These powerful solutions provide Actionable Intelligence to plan maintenance programs like never before. Learn more at Loram.com Rail Grinding | Ballast Maintenance | Friction Management | Material Handling | Track Inspection Services ©2021 Loram Technologies, Inc.

ON TRACK

NCTD finds itself fenced in VOL. Vol. 117, 115,No. NO.116 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

ittle feet are better for climbing. That was the case for me anyway when someone hit a home run in my backyard growing up. We had two dogs so the rear property was outlined by a chain-link fence. It was not the best to look at, but to my Dad it was the most affordable to look at back in the 1970s. The holes in the links also were the perfect fit for my Nikes when I had to retrieve a long ball. When I was really young home runs involved official baseballs and wooden bats, but once that became too easy, and a neighbor’s window was broken of which I have no knowledge of, we switched to Wiffle Balls and Wiffle Bats. A foot in one of the holes was all I needed to swing my opposite leg on top of the fence railing and to then hop over. The routine might have caught a shin here or there, but never resulted in serious injury. However, my growing feet became obsolete in the process in no time, and I had to rely more on upper body strength at the start. Residents in Del Mar, Calif., are relying on the strength of their voice in an attempt to break a link to any type of fence that would run along railroad tracks that sit atop the Del Mar bluffs. Commuter and freight trains rumble through daily, and the North County Transit District (NCTD) was set on installing a 6-ft-high chain link fence to prevent people (mainly beach-goers) from stepping across railroad property. The NCTD does not want any carnage, and the agency claims many have been struck by trains over the years. To the affluent property owners, a chain link fence more suitable for a young boy’s Wiffle Ball game in the suburbs of Chicago was not the look they were going for, and claim the construction of the barrier would deplete the tourist population and put a knife to property values which have enjoyed the helium of real estate hyperbole over the years.

So the NCTD asked its consultant to go back to the drawing board for the sake of the wealthy. What came back was a significantly dumbed down version of the original plan. Oh yes, the 6-ft-tall black chain link fence still had its place along the railroad, but it was drastically reduced. Introduced was a sleek 4-ft-high post-and-cable version. Also, the fencing would be closer to the track so it would not be as much in sight for the homeowners who only have eyes for the glorious beach and ocean. Problem solved, right? Well, the consultant did not exactly hit it out of the park. After seeing sketches of the improvement, Del Mar Mayor Terry Gaasterland said the new fence would be devastating to the entire region. He claimed it did not solve the problem, and that it would be terrible to lose the last stretch of accessible coastal bluff in San Diego County. There was supposed to be a city council meeting in mid-October to go over the 2.0 version. My guess is it did not go well. A 6-ft-tall chain link fence seems appropriate to prevent adults from treading across the tracks. Remember, the holes are useless for climbing, and it would take a healthy dose of chest and arm muscles to finally swing over. Let’s also remember there needs to be the ability to launch baskets, towels, bags, and dogs over the barrier. However, the 4-ft-tall post-and-cable fence seems more easily conquerable to me. Feet of all sizes could balance on the cable leading up to the swing over. I believe the NCTD is now putting public acceptance in front of safety. If it’s going there, what is the point? Now, a barrier is a barrier, which would require the effort and trouble to defeat. Most of us have found the need to climb since childhood. We are natural climbers and are willing to take on the feat ... even if we risk breaking something.

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 2021. 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.

November 2021 // Railway Track & Structures 3

TTCI R&D

FAST high-strength (premium) rail test— preliminary results at 325 MGT Researchers look at wear, fatigue, internal defects, and weld failures Ananyo Banerjee, Ph.D., Principal Investigator Kenny Morrison, Senior Engineer I Matt Witte, Scientist Joseph LoPresti, Scientist (Retired, TTCI)

n September 2018, Transportation Technology Center Inc. (TTCI) began testing eight premium rail types (also known as high strength, or HS) in a 5° reverse curve without any direct lubrication on the High Tonnage Loop (HTL) at the Facility for Accelerated Service Testing (FAST). Throughout testing, TTCI has been monitoring rail wear, rolling contact fatigue (RCF), internal defects in the rails, and electric flash butt (EFB) weld failures. Between their installation and May 2020, the rails accumulated 325 million gross tons (MGT) of service. There was one EFB weld failure at 210 MGT but no internal defects or other weld defects were observed in any of the rails through 325 MGT. The test layout consisted of six 40-ft-long rails of each of the eight HS rail types.1 The six rails of each manufacturer (referred to as types A through H) were dispersed over the entire high and low rails of the curve.1 Five locations on each 40-ft rail were selected for a total of 15 rail wear measurement locations on the high rail, and 15 locations on the low rail per rail type (manufacturer). A visual estimate of RCF was performed above each tie on each rail for the different rail types for a total of more than 600 locations. On a visual rating scale of 0 to 3 (with 0 being no RCF and 3 being severe RCF with spalling), most of the rails exhibited average ratings between 2 and 3 before being ground. Grinding was performed at 209 MGT in order to reduce RCF, using the same grinding speed and patterns over the entire length of the high rail. The low rail received fewer grinding passes because the RCF was minimal on this rail.

4 Railway Track & Structures // November 2021

Figure 1. Median head area loss of eight rail types A–H in the 2018 HS rail test.

Crack depth also was measured using the electro-magnetic field imaging (EMFI) technique, an emerging non-destructive evaluation (NDE) method. Results of wear analysis, RCF visual assessment, and crack depth analysis using the EMFI technique are discussed here. Wear analysis Rail profile measurements were collected using a MiniProf profilometer at 0, 10, 100, 205, 212, and 300 MGT. The rail profile measurements at 205 MGT were considered to be pre-grind profiles while the 212-MGT measurements were considered post-grind profiles. Gage face wear, or simply gage wear, was the main wear pattern contributing to the overall head wear on the high rail. This observation aligned consistently with the primary wear type in previous HS rail tests conducted in the same HTL 5° reverse curve.2 Figure 1 shows the overall head area loss of the different rails in the current test. Vertical wear and gage wear also were calculated from the measured profiles. Figure 2 shows gage wear on the eight rail types. The rapid wear in the data shown after 0 MGT near the origin of the plot is believed to have been caused by a combination of the removal of the soft, decarburized layer on the surface of the rail heads for all types and the rails becoming conformal to the shape of the wheels of the FAST train. No initial grinding was performed in this test to remove the mill scale and decarburized layer.

The same rapid wear can be seen in area loss in Figure 1 but is less pronounced than in Figure 2. Rail type E has the least wear in the current test. Rail types G and H show higher wear than type E but comparatively less wear than types A through D and F. Through 300 MGT, weak correlations have been observed between vertical wear, head area loss, and the surface hardness of the eight rail types in the current test. Visual RCF assessment An RCF assessment was performed using a visual RCF rating scale at 100, 205 (pregrind), 212 (post-grind), and 300 MGT. The visual rating scale of 0 to 3 at increments of 0.5 was the same as that used in the previous test.2,3 In the current test, an interesting trend was observed in the visual RCF assessment from 100 to 300 MGT with pre-grind and postgrind ratings in between. Figure 3 shows the mean RCF ratings for the eight participating rail types. At 100 MGT, rail type D showed a higher RCF rating than the other rail types. All rail types, except type H, had mean RCF ratings between 2 and 3 at 205 MGT. Type H had the lowest RCF rating at both 100 and 205 MGT. After grinding, all rail types except H saw a substantial decrease in the mean RCF rating at 212 MGT. At 300 MGT, rail type H had the highest mean RCF rating of close to 2 while the remaining seven rail types had ratings between 0 and 1. rtands.com

TTCI R&D

Figure 2. Median gage wear of rail types A–H in the current 2018 HS rail test.

RCF Assessment using EMFI technique TTCI has been facilitating the development of EMFI technology for quantifying the depth of rolling contact damage. Two previous publications provide background on the technology.4,5 For this test, the ECHO-Rail G2 sensor was used to scan the test rails during the pre-grind (205 MGT) and post-grind (212 MGT) processes. This EMFI-based system is still undergoing development and was used under agreement with the vendor in order to evaluate the EMFI technology relative to current visual-based RCF evaluation techniques. The final analytical approach selected for the evaluation of the EMFI data relied on statistical methods and is sensitive to various inspection parameters such as data sample rate and sample interval length. The results shown represent one set of results that may not reflect the absolute precision attainable with the technology. A calibrated ECHO-Rail G2 sensor was attached to the TTCI prototype C5500 rail inspection hi-rail vehicle. The analysis shown here was based on a single pass of the entire curve with the test rails. TTCI processes the data by rail segment to allow comparisons between the various HS rail types. Figure 4 shows the pre- and postgrind maximum crack depth averages for each of the rail types on the high rail. The ECHO-Rail G2 sensor scans to find the deepest crack depth at every 4-mm sample interval across the head of the rail from the gage corner to field corner. The numbers represent the average deepest crack depth measured on each sample interval for each rail segment. These crack depth values were then averaged over all of the segments of each rail type on the high rail. The mean rtands.com

maximum crack depth for each rail type was averaged over all three 40-ft segments of each type except for rail type C where the average was over only two 40-ft rail segments due to an error during the post-grind measurement run. The EMFI data was collected only at pre- and post-grind (205 and 212 MGT, respectively) in contrast to the RCF visual ratings which were conducted at four tonnage intervals, so it was not possible to trend the development of crack depth with the EMFI data. The decrease in crack depth after grinding as measured by EMFI does not directly correlate to the decrease in the RCF visual rating and is not equivalent to the amount of metal removed by the grind. The average depth of metal removed as measured on the center of the top of rail was 0.006 in. Given crack density, the deepest crack detected and measured by the sensor at any given 4 mm

width on the rail after grinding was probably not the same crack detected in that 4 mm width before grinding. For rail type E, the mean RCF visual rating decreased from 2.48 at pre-grind to 0.56 at post-grind, while the mean EMFI maximum crack depth decreased by 0.003 in. For rail type A, the mean RCF visual rating decreased from 2.47 to 0.62, while the mean maximum crack depth decreased by 0.005 in. In contrast, rail type H had a low pre-grind RCF visual rating of 0.58 that increased slightly to 0.72 after grinding, but it had the highest mean maximum crack depth among all rail types as measured by the EMFI technique. This indicates that the extent of surface RCF and spalling can be different than the crack depths measured below the top of rail surface. Since visual evaluation is based primarily on surface coverage, no correlation was found between the difference in the visual RCF ratings and the difference in the maximum crack depth as measured by EMFI before and after grinding. This highlights the importance of a visual assessment of the extent of the existing RCF on a rail surface and an NDE inspection of the sub-surface crack depths before deciding on the extent of grinding, especially when the track consists of different rail types. Weld failure Through 325 MGT, one EFB weld failure had been observed occurring at 210 MGT. The initiation of the fracture was found to be along the weld fusion line and was similar in appearance to most of the EFB weld failures in the previous HS rail test. The previous HS rail test had a total of eight EFB weld failures with four failures happening before 312 MGT. Figure 5 shows the fracture as detected in track with the location of defect initiation highlighted.

Figure 3. Mean RCF ratings of rail types A-H at 100, 205, 212, 300 MGT.

November 2021 // Railway Track & Structures 5

TTCI R&D

the defect initiation was found to be on the weld fusion line. Investigation of wear, RCF, and weld failures will continue as the test progresses and will be reported in future publications.

Figure 4. Pre-grind and post-grind mean maximum crack depths per rail type as measured by EMFI technology.

Conclusions An HS rail test started in 2018 on the FAST HTL has accumulated 325 MGT of traffic through May 2020. Due to lack of direct lubrication on the high rail, gage wear is the dominating wear mechanism—similar to previous tests conducted in the same test curve at FAST.3 The rails were ground once between 205 and 212 MGT with multiple passes on the high rail to reduce RCF. Fewer passes were needed on the low rail. RCF was evaluated using a visual assessment (rating

scale of 0 to 3) and interesting trends were observed at various tonnage intervals including pre-grind and post-grind intervals. Sub-surface crack depths were measured using an EMFI NDE-based approach, and maximum crack depths were analyzed before and after grinding. No correlation was found between the decrease of crack depth and the change in RCF visual rating for the eight rail types. Through 325 MGT, no internal defects were detected in any of the rails. One weld fractured at 210 MGT on the high rail, and

References 1. Banerjee, A. and A. Kavishwar, June 2019, “Evaluation of High-Strength Rail Properties for 2018 Rail Wear Test,” Technology Digest TD19-004, AAR/TTCI, Pueblo, Colo. 2. Banerjee, A., J. LoPresti, and A. Kavishwar, July 2019, “FAST Premium Rail Test Results: 2016-2018,” Technology Digest TD19-011, AAR/ TTCI, Pueblo, Colo. 3. Banerjee A. and D. Davis. January 2016, “FAST Premium Rail Wear Test Results: 2014-2015,” Technology Digest TD16-001, AAR/TTCI, Pueblo, Colo. 4. Poudel, A. and M. Witte, May 2020, “Evaluation of ECHO-Rail Runner Scanning System for RCD Measurements,“ Technology Digest TD20-006. AAR/TTCI, Pueblo, Colo. 5. Poudel, A. and M. Witte, May 2020, “Evaluation of In-Motion ECHO-Rail RCD Measurement System,” Technology Digest TD20-007. AAR/ TTCI, Pueblo, Colo.

Figure 5. EFB weld failure between test rails.

6 Railway Track & Structures // November 2021

rtands.com

NRC CHAIRMAN’S COLUMN

My heroes have always been railroaders

N JIM HANSEN Chairman, National Railroad Construction and Maintenance Association (NRC)

“

THESE GENTLEMEN REVOLUTIONIZED OUR INDUSTRY AND, WHETHER THEY INTENDED TO OR NOT, PROPELLED ME TO ACHIEVE FAR MORE THAN I WOULD ON MY OWN STEAM.

The National Railroad Construction & Maintenance Association, Inc. 410 1st Street, S.E. Suite 200 Washington D. C. 20003 Tel: 202-715-2920 Fax: 202-318-0867 www.nrcma.org info@nrcma.org

rtands.com

o one advances in their career without some inspiration and help from others along the way. During the past 44 years, I have had a great vantage point to observe and interact with some true railroad engineering giants. These gentlemen revolutionized our industry and, whether they intended to or not, propelled me to achieve far more than I would on my own steam. In this time of Thanksgiving, I am filled with gratitude and humbled to introduce you to a few of my railroad heroes. Roy Brawner was the former regional engineer with the Chicago, Burlington and Quincy Railroad (CB&Q) and the northern-southern maintenance engineer post-merger with the Burlington Northern (BN). He lived and breathed the railroad. As a young BN welder, and later when I called on him as a supplier, Roy made a big impression. An industry icon and a perfect gentleman, he commanded respect amongst his fellow engineers and others who recognized his authority, expertise, and commitment. Bill Glavin, former BN vice president of engineering, ushered in an era of modern railroad engineering practices after deregulation. He put together teams that were synonymous with railroading engineering excellence. Bill’s BN staff members—such as Steve Millsap, Mike Armstrong, Darrell Cantrell, and Marvin Keske—played significant roles in my professional development. A beautiful and generous individual, Bill elevated the contributions of everyone around him. Doug McFarlane, former Canadian Pacific (CP) senior vice president of U.S. operations, was on the forefront of implementing precision scheduled railroading (PRS) practices during Hunter Harrison’s tenure. Watching how he worked with his own people and with others, I wanted to emulate his leadership style. He built trust across the railroad that helped to transform CP into a lean, mean version of itself and a world-class operating railroad. Dale Ophardt, former CSX assistant vice president of engineering structures, design, and construction, is world-class, both as an engineer and a human being.

Watching Dale in action, I marveled at how he instituted high engineering standards and a respectful work environment among his people as well as with suppliers. A strong communicator, Dale taught me and others on the supply side how to better meet the needs of the Class 1 market. Bob Stevens is a true boots-on-the ground railroad engineer. Through his work as a former engineering leader with Conrail and CSX and a now-retired vice president and chief engineering officer at Florida East Coast Holdings (FEC), Bob built strong rail systems in times of tremendous growth. His crowning achievement was developing the FEC into a railroad with Class 1 standards and performance. Phil Merilli, former Norfolk Southern vice president of engineering, established a big footprint in the industry. Known for his brilliant mind and engineering expertise, Phil leveraged all of his assets and a strong team to deliver more with less. More than anyone else I know, Phil had a presence that prompted uncompromising respect from his staff and from the railroad community. The enduring legacy of these gentlemen is not simply the railroad infrastructure they built and maintained, but also the industry professionals they developed. These leaders helped shape generations of professionals who are now directing railway operations across North America. I hope you will join us Jan. 5-8, 2022, in Phoenix. The NRC website has all the details to attend: https://bit.ly/3yTPoYC “Building a safer and stronger railway construction industry together!”

JIM HANSEN Chairman, National Railroad Construction and Maintenance Association (NRC) November 2021 // Railway Track & Structures 7

RAIL GRINDING

A solid grinding program is lessening noise and improving BART’s rails By Josh Rychtarczyk, Contributing Author

UPDATING

THE PROFILE 8 Railway Track & Structures // November 2021

rtands.com

RAIL GRINDING

ARM staff collects eddy current data using a Draisine and corrugation data with a Corrugation Analysis Trolley during BART’s short nighttime maintenance windows.

Photo Credit: BART

he Bay Area Rapid Transit (BART) has undergone historic change over the past few years. Not only is BART replacing its entire railcar fleet with the “Fleet of the Future,” but all new and existing legacy cars have incorporated a new tapered wheel profile that replaces the cylindrical wheel profile of the past. The change in wheel profile was mirrored by a change in rail profiles that were designed by the National Research Council of Canada (NRC) to accommodate the planned multi-year transition from legacy cylindrical to new tapered wheels. BART brought Advanced Rail Management (ARM) in to oversee implementation of the new rail templates, advise on the creation of an overall rail grinding strategy, and monitor overall rail conditions on the system.

rtands.com

Data collection and processing As part of its ongoing oversight responsibilities, ARM uses a combination of rail profile, corrugation, and rolling contact fatigue (RCF) data to aid in rail management planning. The data also is used to validate the effectiveness of rail grinding as a tool to improve these metrics where needed to extend rail (and wheel) asset life. During the first stage of data collection, ARM focused on measuring large swaths of the system to understand the rail’s existing condition. But ARM needed to instead monitor fewer locations more frequently to generate trending analysis to better understand the rates of RCF initiation and growth, corrugation development, noise emergence, and profile deterioration, as well as to evaluate the effectiveness of rail grinding. Fifty track locations that BART had previously identified to represent a variety of typical curvatures and tangent rail operations were selected for monitoring. These 50 sites, each about 0.2 miles long, are measured multiple times per year. In addition to regular data collection, ARM and NRC Canada routinely conduct inspections to validate that the desired rail templates are being applied and are performing as expected. ARM’s grinding specialists use the collected information to refine the grinding strategy to achieve the optimum template geometry and the best overall results. Data analysis and interpretation As part of the process, the collected profile, corrugation, and RCF-related data is used to generate three damage indices:

Profile Deviation Index (PDI) Similar to a Grind Quality Index, this metric is used to compare the measured rail profile shape (obtained from MiniProf and/or optical rail measurement) to the specified rail grinding template. The PDI is based on the deviation between measured and specified shapes with weighting relative to the designed wheel/rail contact points for a selected template. Since different rail templates have different wheel/rail contact goals, the customized weighting allows the PDI to emphasize the importance of the correct rail shape near the desired contact points, including distinguishing between over- and under-relieved locations across the rail head. This results in a more accurate functional depiction of the rail profile shape. Surface Damage Index (SDI) This metric summarizes the severity of RCF, which is measured by ARM’s Draisine eddy current trollies. The SDI is calculated by compiling all of the crack lengths measured across the rail head at a given location. Weld and joint data are removed, and the data is again filtered to remove potential outliers for a more accurate picture of the reported cracks and rail surface condition for each rail. Rail Corrugation Index (RCI) Surface roughness data is collected using a Corrugation Analysis Trolley (CAT). That data is filtered to wavelength ranges of interest, outliers are removed, and the RCI is determined. ARM collaborates with BART to monitor the growth rate of these damage indices, which allows for the assignment of more efficient rail grinding intervals. Future goals for the 50 test sites include continued monitoring of the metric (or combination of metrics) that drives grinding at a specific MGT intervals to maintain a state of good repair. Based on features such as curvature and superelevation, condition indices also can be estimated for other track sections so that not every foot of the system needs to be monitored. Correct interpretation of this data will enable BART to optimize grinder usage and extend rail life through a metric-driven, gradual preventive rail grinding program that blends this new metric approach with a more traditional rail grinding program that prioritizes grinding on a curvature-driven basis. Rail grinding results While BART had been operating its own November 2021 // Railway Track & Structures 9

RAIL GRINDING

tonnages—accelerated the grind program’s progress in ways that wouldn’t have been possible otherwise.

One of BART’s 12-stone grinders is being used to grind switches and interlockings all over the district.

pair of 12-stone grinders for 10 years, it began working with ARM in January 2018 to focus on implementing best maintenance practices to minimize downtime and maximize production rates. BART also adopted a gradual-preventive rail grinding strategy that initially focused on systemwide implementation of the transition rail templates. The new rail templates were custom-tailored for BART’s network, focusing the wheel/rail contact point at different locations for inbound vs. outbound tracks. This approach, known as pummeling, spreads contact and wear across a greater portion of the wheel tread to curtail wheel hollowing, extend wheel life, and better manage contact conditions for improved steering, better stability, and reduced wear and RCF of the rails. The effectiveness of the grinding program was such that BART achieved a 62% increase in rail grinding production between January 2018 and April 2020, going from just over six completed grind miles per month at the start of the program to nearly 10 completed grind miles over this period. “ARM’s experience and reliability in Wheel Rail Optimization has been BART’s biggest catalyst for success,” said Juan Mares, BART track section manager— Way and Facilities. Optimizing rail grinder use cases In April 2020, Loram Maintenance of Way was contracted to refurbish the BART grinders one at a time. BART also contracted the use of a 16-stone production grinder to fill in on BART property as the refurbishments were underway. The 16-stone Loram grinder was used to maximize mainline (non-special track) production. With one-third more grind stones to put to work than its BART-owned counterpart, the grinding team was able to take advantage of the existing work windows to 10 Railway Track & Structures // November 2021

further improve rail profile conditions and remove surface defects. To date, these efforts have resulted in a 164% increase in rail grinding production, averaging more than 16 completed miles of track per month. BART’s 12-stone grinder was used to grind switches and interlockings all over the district. Many switches had two-point contact before this effort; a key goal was to shift wheel contact to the top of rail through switches to reduce impact forces and achieve a smoother ride. Along with the switch reprofiling effort, surface defects such as corrugation and RCF cracking were arrested or removed. During the peak of this effort in July 2020, 49 switches were completed over a one-month period. Future plans include grinding the remaining switches and the implementation of a preventive switch-grinding plan as BART’s refurbished grinders return to the property. The mainline and switch grinders were able to take advantage of increased work windows during COVID-19 revenue service restrictions by grinding continuous stretches of track and minimizing any deadheading or travelling between work locations. As a result, an average of about 45 additional production minutes was achieved for each grind shift during this period. Taking advantage of these longer work windows—combined with reduced

Overall rail grinding strategy With most of the system covered twice since the project’s inception, BART’s rail grinding strategy now revolves around maintaining the implemented rail profiles, optimizing their design as system conditions change, and keeping surface defects, rail corrugation, and wheel-rail noise in check. Continued success depends on all parties’ abilities to: • Optimize grinder tie-up locations; less time travelling to the worksite means more time spent grinding rail; • Continuing to be effective during seasonal restrictions; most importantly avoiding any rail grinding in fire hazard locations during the dry season (April through November). These hazard locations are always targeted for work during the wet season (December through March) to minimize fire risk; and • Work around or through concurrent system improvements; rail grinding is only one activity taking place on the system at a given time and must work alongside other track programs. A comprehensive rail grinding plan must be adaptable; it must expect the unexpected. Toward that end, ARM developed a quickreference track section list that can be filtered by tonnage since last grind date. (An estimated damage index is planned for the future.) The track section list can be searched to find track in need of grinding that’s logistically convenient to the rail grinder’s current location. This capability can turn the potential for a failed shift due to lack of track access into a night of productive grinding. Secondary improvements Reduction in ultrasonic test times: Prior to this contract, BART’s triannual ultrasonic testing has typically taken 40 shifts to cover the network, as the ultrasonic test vehicle had

Table 1. The Track Condition Index, developed by ATS Consulting, represents the A weighted decibel level minus the reference level of what the noise level “should be.” rtands.com

RAIL GRINDING

to reduce its speed in areas with poorer rail surface quality in order to maintain signal. Since the inception of the grinding program and systemwide rail grinding coverage, the number and severity of surface defects has been reduced to allow for higher ultrasonic collection speeds. Currently, ultrasonic testing takes approximately 29 shifts to complete a systemwide run—a 27% decrease that saves BART over 30 ultrasonic shifts per year. In addition to improving collection efficiency, this allows BART’s Maintenance Department to internally staff additional high-priority projects. Table 1 shows the distribution of BART track sections (curves and tangents) for Track Condition Index (TCI), a metric developed by ATS Consulting, which uses filtered in-cab sound level measurements to assign decibel-related condition ratings for all sections of BART track. The TCI is the A weighted decibel level minus the reference level of what ATS determines that the decibel “should be,” based on its acoustic monitoring and analysis experience at BART. Over the span of 13 months, and after completing more than 220 miles of rail grinding on the system during that period, there has been a gradual, yet significant reduction in the

ARM uses manual gauges to ensure that the grinding effort is achieving the desired rail profile during grinding operations.

TCI values. This all translates to a more pleasant experience for BART patrons and residents and businesses in close proximity to the system. Noise complaints, a key performance metric for BART engineering, have declined significantly from more than a dozen per month in some years prior to the start of its focused rail grinding program. In July 2021, BART received no noise complaints, a first for the district. “ARM and the NRC’s expertise and

services have helped BART effectively manage our rail, reduce railway noise, and make BART a better system for the residents in the Bay Area,” said Hok Lai, BART principal track engineer—Maintenance & Engineering. —Rychtarczyk is managing engineer— Mechanical Services at Advanced Rail Management.

LOADERS THAT

EARN THEIR KEEP

The railroad industry is heavily invested to drive safety and daily efficiencies of Hi-Rail truck installed equipment, and Hiab’s experience and solutions will deliver plenty of opportunities to this field. The HIAB J14S and HIAB J24S provide an enhanced level of safety and reliability needed for efficient maintenance of way. With their strength, the loaders are light in weight and engineered for an optimal weight to capacity ratio, providing a greater agility and higher payloads, while also contributing to a longer service life. Productivity and peace of mind is secured by Hiab’s industry-leading nationwide service network and exceptional warranty program. For more information, visit https://www.hiab.com/en/brands/hiab/hiab-loaders.

rtands.com

November 2021 // Railway Track & Structures 11

TRACK GEOMETRY

KEEPING THE RIDE SMOOTH

AND EFFICIENT Track geometry inspection products and services continue to expand

12 Railway Track & Structures // November 2021

schedule booked tight throughout the end of the year and most of 2022 already reserved.” Holland is one of the larger players in the track geometry inspection arena and offered the following market outlook to RT&S for the rest of the year and Q1 of 2022: • The Class 1 contract testing market appears set to remain resilient despite the continued proliferation of autonomous/ crewless testing solutions, associated inspection waiver requests to the FRA, and PSR-driven pressures; • GRMS testing remains a primary method to identify track strength and track fastening system issues that may

otherwise go unnoticed; and • There are promising signs of growth in the transit and short line segments and a particular interest in integrating different testing technologies, such as LiDAR. Herzog Herzog has added geometry and joint bar inspection to its already efficient and reliable rail flaw detection hi-rail platform. With bundled services, railroads can take advantage of the time Herzog’s vehicles are on track performing scheduled ultrasonic testing (UT) and obtain additional inspection data at increased intervals, further mitigating the rtands.com

Photo Credit: Trimble

he railroad industry relies on a solid group of third-party vendors to help maintain track geometry in top shape. While several attempts are underway to develop automated solutions for testing track geometry, the vendors featured in this article will continue to play a huge role in maintaining the quality and stability of North America’s rail lines. Moreover, the market for 2022 appears strong. Nordco Rail Services, the rail flaw detection (RFD) service division, continues to expand within the U.S. and Canada. Rick Wall, director of NRS, told RT&S that, “2021 was a very busy year for RFD testing with the

By David C. Lester, Managing Editor

TRACK GEOMETRY

Photo Credit: Holland

Holland’s LiDAR service provides a wide range of data applications.

risk of rail failures and increasing efficiencies within their maintenance programs. Herzog’s new geometry system assesses measurements along the track, including gauge, alignment, curvature, surface, crosslevel, superelevation, warp, and twist. This light geometry test is beneficial for use in locations that require more frequent inspections, such as areas of seismic shifts or repeated transitions from curved to tangent track. For joint bar inspection, Herzog’s highdefinition line scan cameras integrate detailed images of the gauge and field side of the rail into the UT software for an operator to quickly identify missing bolts, broken fasteners, or cracks in the fishplate. To expedite the final field assessment, Herzog pinpoints all potential defects using an Inertial Measurement Unit (IMU) equipped with GPS, enabling a verifier to quickly navigate on or off track to an area of concern.

by utilizing geodetic ground control points along the railway track infrastructure. In addition to documenting the track geometry and performing track geometry quality checks and inspections, planners also can utilize the resulting data for track monitoring and track redesign purposes. Adding the modern and flexible Trimble GEDO GX50 laser scanner to the trolley configuration allows capture of high-resolution, 3-D point cloud data along the railway

Trimble Trimble offers advanced track geometry documentation and clearance inspections with its GEDO IMS-Scan system. The Trimble GEDO IMS system, consisting of the Trimble GEDO CE 2.0 track trolley and state-of-the-art inertial measurement unit (IMU), is the basis of a highly efficient, multi-sensor measurement system. It captures and analyzes the track geometry considering track gauge, superelevation, distance traveled, twist, and horizontal and vertical curvature information. Inspectors can find georeferenced, absolute coordinates for left, right, and track centerlines

track alignment quickly and accurately. Flexible processing options provide different types of georeferencing for an absolute referenced point cloud. Inspectors can use the high-resolution, 3-D point cloud data obtained with the system for clearance verification (clearance envelope, 3-D wagon model, or railway authority specific clearance definition), the creation of cross-sections, and as-built data collection purposes.

rtands.com

“

2021 WAS A VERY BUSY YEAR FOR RFD TESTING.

Holland Holland’s proprietary Argus Track Measurement Technology Suite offers multiple

applications to test your track condition, including UGMS, Portable Inspection Systems, and the TrackSTAR contract testing fleet. Holland’s TrackSTAR vehicles simultaneously collect track geometry, track strength, and rail profile measurement data to provide a comprehensive assessment of track condition, providing insights on the continued safe operation, and helping to direct the most effective maintenance and capital funds. Holland’s latest addition to its track measurement technology and service offerings is LiDAR powered by Cordel, Inc. By coupling Cordel’s LiDAR equipment with Holland’s already in-service track inspection vehicles, customers can maximize their inspection data without the need for additional track time. Holland’s LiDAR service provides customers with a range of data applications such as track imagery, clearance validation, line-ofsight measurements, condition assessments, and more. Using track geometry and LiDAR data applications, customers can see a digital twin of their infrastructure and make the most of their track inspections. Cordel’s web-based portal allows access to view, share, and download LiDAR and video along with built-in tools for navigating point clouds, measuring, annotating, and reporting. Loram Technologies Track geometry data from the Track Geometry Measurement Vehicle (TGMV) provide an objective indication of the roughness of November 2021 // Railway Track & Structures 13

TRACK GEOMETRY

Nordco’s FLEX system.

14 Railway Track & Structures // November 2021

and renewal planning. With GPR, customers can allocate undercutting and shoulder ballast cleaning work specifically to where it is required. This proves to be a great use of available dollars and improves the overall operating efficiency. Loram Technologies’ GPR solution offers the flexibility to operate on various platforms so it can collect data at a variety of speeds. The newest generation of LTI vehicles will combine technology solutions like Aurora and GPR. Nordco Nordco’s acquisition by Wabtec in April of this year has opened up a host of new opportunities to integrate ultrasonic rail flaw detection systems with Wabtec’s portfolio of equipment and services deployed worldwide. With operations in over 50 countries, Nordco Inspection Technologies has already taken significant steps to expand the reach of its industry-leading technology into new markets along with utilizing Wabtec’s local service and support to ensure the highest customer satisfaction. Nordco’s FLEX system allows the client to mount an ultrasonic system on a vehicle of their choice or have Nordco supply the complete upfitted hi-rail truck. This flexibility allows the client to maintain continuity among their fleet of vehicles and choose options to fit within tight track clearances or specialized gages. Nordco’s proprietary vision system is a popular option as an

addition to the UT system, allowing clients to record detailed images of potential defects and inspect joint bars along with the ultrasonic test data. Advanced Rail Management Advanced Rail Management (ARM) has added track geometry testing to its portfolio of services. The ARM hi-rail geometry system utilizes a Callisto track geometry system mounted on an F550 chassis to measure typical parameters, such as gage (using noncontact lasers) and curvature superelevation, cross-level, twist, and left and right alignment and surface. A KLD laser rail profile system measures rail profiles and rail wear. Designed for freight and transit applications, the ARM vehicle operates up to 30 mph and fits within the typical clearance envelopes found on rail transit systems. ARM’s track geometry testing equipment and services meet the requirements for FRA-mandated testing. Plasser American Plasser American Corporation has a wide variety of track geometry products designed to address the needs of an ever-growing rail industry both within North America and throughout the world. PAC’s core server and software’s agile setup allows seamless integration of third-party systems under the PAC umbrella. The data from PAC systems or thirdparty systems are displayed simply and understandably. PAC measuring systems satisfy all the current U.S. norms and EN 13848. rtands.com

Photo Credit: Nordco

the track, and by aligning and comparing track geometry roughness over time, one can quantify the performance and deterioration rate of the track. For example, by analyzing the vertical profile geometry channel from successive inspection runs over time, the track’s ballast and drainage condition can be evaluated since the vertical profile is the geometry parameter most influenced by the track substructure condition. Loram Technologies Inc. has developed a “heat plot” that expresses the geometry roughness on a color scale, with cool colors (blue, green) indicating smoother geometry and hot colors (orange, red) indicating rougher geometry. Integrating performance information derived from track geometry data with condition information provides insight into the root cause of track performance issues. From a track substructure perspective, groundpenetrating radar (GPR) data provide continuous measurement of the condition of track substructure layers by providing information on the fouling condition of the ballast, the subsurface moisture condition, and the layer thickness and configuration of the bottom of the ballast layer and the top of the subgrade. Additional right-of-way information from LiDAR scanning, precisely aligned to GPR and track geometry information, provides an even more complete picture of the line’s health. Integrating disparate information and providing an intuitive visualization of the combined information is helpful for track maintenance management

TRACK GEOMETRY

Following are a sample of measuring systems that are available at Plasser American Corporation:

ARM has added track geometry testing to its portfolio of services.

Inertial navigational track geometry The Plasser track geometry measuring system is an inertial, non-contacting system based on a navigational solution. The system measures all track geometry parameters, including track gradient, starting from speed 0 to 200 mph. For alignment and profile, the system measures both true chords with versine and true space curves. This system has two options, either with a measuring frame or without. Operators can install the variant with the measuring frame on select PAC tampers. Rail profile measurement The non-contacting Optical Rail Inspection system incorporates the latest laser and video camera technology to provide immediate feedback on the profile and wear condition of the rail while traveling at track speeds. The video cameras capture full cross-sectional rail profiles from the base/web fillet area to the top-of-rail surface to allow comprehensive and accurate rail measurements. The system operates at speeds up to 200 mph.

Clearance measuring system The Plasser clearance measuring system records and analyzes clearance crosscut data of the railroad track and the track surrounding structures. Operators also can use the data recorded by the system for

ballast distribution analysis, adjacent track center distance measurement, platform position measurement, third rail measurement (specific types only), and catenary wire position measurement. The rugged housing makes the laser scanner work even in harsh environments. The system is capable of delivering profile data at 360° per scan. Third-rail measuring system PAC offers third-rail measuring systems for top-contact and bottom-contact third-rail

Photo Credit: Advanced Rail Management

Corrugation (ride quality) system The non-contacting corrugation measuring system measures and analyzes corrugated rails in different wavelength ranges. The corrugation system makes use of a short, three-point asymmetrical chord. The obtained chord offset is a representation of the condition of the rail surface. The

optimum transfer function for the measured rail surface is accomplished with the chosen chord ratio and the sampling distance of 5 mm. There is no minimum speed requirement, and it can measure up to 160 mph.

rtands.com

November 2021 // Railway Track & Structures 15

SPONSORED CONTENT

Plasser American: Partner for Life will increase two-fold, and new CNC machining equipment will be added to boost output. Also significant: 100 employees will join the already 350-strong roster. Plasser American has come a long way from its launch with just five employees.

Committed to the North American railway industry for 60 years—and counting. For 60 years, Plasser American’s mission has held firm—like the world-class track machines it builds in America. Supporting the North American railway industry with the highest-quality products and services is a source of pride for this family-owned company. Much more than an OEM, Plasser American is actively engaged in all areas of research, design, manufacturing and service. Its three business units work together to meet each customer’s needs: Maintenance-of-Way Equipment (new machines, parts service and remanufacture), Contracting Services (track construction and maintenance), and Digital Solutions (measuring, inspection and data analytics). Since 1961, Plasser American has been supplying machines to North America. With a large portfolio of tampers that are purpose-built for different customer applications, undercutters, versatile prime movers, and other equipment, it has the “right” machine to meet any freight or passenger rail performance requirement and to handle any field of application—track, turnout, ties or ballast. Plasser American also delivers track condition data to help railroads prioritize and perform maintenance—in-house or outsourced to Plasser—ensuring rail traffic runs safely and smoothly.

Dedicated to Service As Plasser American celebrates its 60th anniversary, it is embarking on a $52.6 million expansion of its Chesapeake, Va., facility to meet industry demand. The project will not only double manufacturing output, but also shorten lead times. Ground broke earlier this year on a three-story, 45,000-square-foot headquarters building (see rendering above). Following the addition of the new office complex—set to be completed in firstquarter 2022—the original office building plus 25,000 square feet of existing shop space (below right) will be torn down to make way for a new 82,000-square-foot assembly hall (below left) that is slated for completion by year-end 2023. The campus footprint will nearly double to 240,000 square feet, allowing Plasser American to handle new machine builds, component rebuilds and contracting offers. In addition, internal track space

Plasser Delivers Plasser Railway Maintenance Corp. was founded in Rockford, Ill., in 1961. It became known as Plasser American a few years later, and moved to Chesapeake in 1970. The location in a milder climate makes it ideal for year-round testing, and the ice-free port permits year-round shipping. The plant has undergone several expansions and today offers complete manufacturing with an on-site engineering department, designing to customer specs. Plasser American manufactures and sources as much as possible domestically, meeting Buy America requirements. It has produced 1,700-plus M/W machines in the U.S. and has placed more than 2,500 in service. Among the keys to Plasser American’s longevity are its high-quality, reliable machines; diverse workforce; and customer-centric focus. The company is committed to supporting: • New technology, with robust R&D. • Employees, with top-notch training that ensures not only their success, but also the success of every Plasser American customer. • Customers, with the products and services they need, when they need them. Since employees are Plasser American’s most valuable assets, it has kept them working through economic downturns and the pandemic, without layoffs. The community-minded company also offers apprenticeships and partners with schools to inspire the next generation of railroaders. Pride in our people. Pride in our customers. Pride in being part of the railroad system. Partner with Plasser, and you have a partner for life invested in your success. This advertorial is based on an interview with Plasser American VPs Ronald Olds and Joe Stark.

HIGH CAPACITY I PRECISION I RELIABILITY

Leading the Way Plasser American is known for highly productive and innovative track maintenance machines. Besides its outstanding technological achievements, Plasser American has always endeavored to find solutions specifically for the American Transit and Commuter Railroad Industry, and to be a reliable, long-term partner with our customers. Decades of experience, up-to-date know-how, excellent track quality and favorable return on investment are reflected in thousands of machines nationwide.

www.plasseramerican.com ”Plasser & Theurer“, ”Plasser“ and ”P&T“ are internationally registered trademarks

TRACK GEOMETRY

Sperry leverages current and historical data to optimize detection.

construction types. Each sensor head has two lasers and two cameras. One camera/ laser combination acquires half gage and rail height values of the running rail. The second camera/laser combination measures the horizontal and vertical distances from the sensor head to the third rail. The two horizontal and vertical measurements’ differences are the values for the

line scan camera-based vision system. WWS also requires the presence of the CRS system. Sperry Rail, Inc. Sperry’s new SurfaceView technology system detects and measures RCF to the most accurate and precise detail available in the industry today. Sperry works with its customers around the world, leveraging current and historical data to optimize detection, along with maintenance decision-making.

third-rail gage and third-rail height.

Software Enabled Service (SES) Sperry’s Software Enabled Service (SES) allows railroads to leverage Sperry’s technology and analysis expertise by licensing Sperry’s technology and software to acquire and process data managed by Sperry’s remote analysis centers.

Catenary measuring systems For a comprehensive analysis of the catenary wire and structures, catenary wire geometry, catenary pole location, and catenary wire wear are essential. All three systems are non-contacting, CRS and LPS use the laser distance measurement technology, WWS is a

Elmer Elmer is an artificial intelligence tool, fittingly named after the company’s founder, Dr. Elmer Sperry. Elmer uses machine learning based on neural networks to process data from rail flaw detection systems and identify patterns in the data

Driving velocity in the rail industry. TRACK MAINTENANCE

RAIL CAR MOVING

18 Railway Track & Structures // November 2021

Photo Credit: Sperry

RAIL INSPECTION

rtands.com

TRACK GEOMETRY

that may indicate the presence of defects. The system learns from the data gathered by ultrasound, induction, and eddy current inspection methods, applying modern, AI-driven data analysis. Elmer gives consistent results and reduces human intervention during analysis. It also reduces the number of verifications that need to be done on the track, improving worker safety.

Ensco’s Autonomous Track Geometry Measurement Systems.

Joint bar inspection system This system utilizes high-definition cameras to photograph joint bars as a test vehicle traverses the rail lines. These images are then reviewed for evidence of any cracks and other anomalies and aid track inspectors in locating defective joint bars so workers can remove them before potential failure. Ensco As more and more Class 1 railroads seek to reduce manual track inspections, Ensco Rail is proud to support them by offering its Autonomous Track Geometry Measurement Systems. Ensco Rail is a pioneer in developing and delivering fully autonomous inspection

systems installed on locomotives, passenger trains, or freight cars. These systems offer critical advantages over traditional walking or hi-rail track inspection or crewed inspection systems: • Decreased derailment risk and increased safety: Accurate, reliable, early identification of exceptions reduces critical defects/ slow orders and increases safety;

• Increased efficiency: Uninterrupted, high-speed, frequent inspection without an operator; • Reduced costs: No crew and travel costs; and • Expanded capabilities: In addition to track geometry, Ensco Rail autonomously inspects rail wear, broken rail, and cracked joint bars.

NEW

RAIL DRILL

Photo Credit: Ensco

Two Speeds • Compact Size Drills Holes Fast The NEW RB2SPD rail drill from Trak-Star is designed for drilling fast efficient holes. The drill incorporates a two speed gear box for using either the Carbide Tipped Twister Bits™ or the Black Twister Bits™. A more compact size makes the drill easy to get into tight spots. The RB2SPD includes an easy start 4 stroke Honda motor, high torque gearing, center balanced carrying handle, thru-the-tool pressurized coolant system, quill feed arbor, 10 point clamping and weighs only 49 lbs. Hou-751 RTS.indd 1 rtands.com

866-245-3745 www.trak-star.com Hydraulic & Gas Rail Drills • Hydraulic & Gas Rail Saws • Twister Bits Gas Impacts • Rail Accessories

1:50 PM19 November 2021 // Railway Track5/27/20 & Structures

TRUCKS/HI-RAIL

TOP OF RAIL Hi-rail vehicles continue to crank out innovation

major track renewal project launched by the Massachusetts Bay Transit Authority (MBTA) posed a major test for the multitask capability of railway maintenance machines working on the Green Line D Track between the Beaconsfield and Riverside stations near Brookline, Mass. The work performed by contractor Barletta-Fischbach involved replacing 25,000 ft of track and 6.5 miles of signal

20 Railway Track & Structures // November 2021

infrastructure using existing catenary poles. The result would allow the MBTA to remove speed restrictions so it could reduce trip times, increase passenger capacity, and minimize future service disruptions. In an effort to avoid inconveniences to passengers during the project, Barletta-Fischbach agreed to work overnight and on weekends—creating a need for equipment that could work quickly and reliably on a wide range of tasks. The Line D project relied on the versatility

and stable reach capability of two XL 4330 V Gradall TrackStar machines. Designed specifically for railway maintenance projects, each of the machines was able to reach, dig, and lift as well as travel up to 20 mph on dirt, pavement, or rails. The Diversified 1650 hi-rail gear front and rear guide wheel assemblies attach directly to the XL 4330 V frames. Operated from the operator cab, the system uses the carrier’s wheels for mobility and extra stability while rtands.com

Photo Credit: Gradall

By Bill Wilson, Editor-in-Chief

TRUCKS/HI-RAIL

Mitchell sees the market trending toward safety, performance, serviceability, and longevity.

was particularly useful for TrackStar machines working under catenary lines and other aerial cables. While all of the lines were de-energized during the job construction, the machines were able to work beneath them. Omaha Track Omaha Track Equipment is releasing a newly designed railcar mover grapple truck. These trucks are tridem-drive and designed to move up to six loaded or 12 empty railcars while also performing the duties of standard grapple trucks. The trucks are equipped with a Serco 8500 crane, which has a 22-ft to 26-ft reach capability and a variety of grapple options to fit your specific needs. Options for batterypowered or hydraulic-driven magnet systems also are available. These hi-rail trucks have

Mitchell Rail Gear Mitchell Rail Gear manufacturers hi-rail gear for trucks and construction equipment. Mitchell’s Rail Gear systems for construction equipment is more custom for each make and model, using the similar components such as rail wheels, hydraulic cylinders, and controls. Mitchell Rail Gear hi-rail gear systems for trucks are both standard systems and customized to suit a particular application. Mitchell sees the hi-rail gear market trending toward safety, performance, serviceability, and longevity, which Mitchell offers. At the same time, Mitchell sees the market trending away from considering hi-rail gear for trucks a mere commodity as if a bolt is a bolt and hi-rail gear is hi-rail gear, and one is just as good as the other as if there was an industry standard. Hi-rail gear standards should be in the process of being upgraded to the higher standards they have in Australia and Europe. Mitchell sees customers predominately requesting safety locks for rail gear that can be remotely locked and unlocked with pins and structure that cannot be damaged due to operator error.

Photo Credit: Mitchell Rail Gear

digging and moving material. The machines also were equipped with Kinshofer NOX Tiltrotators. Complementing Gradall’s telescoping, full-boom tilt, the Kinshofer attachment has additional rotating capabilities as it uses its bucket for ballast management, its grapple to remove and replace rail ties, and its ballast tamper for finishing work. Working on a nearly non-stop basis, operators used a choice of joystick boom control configurations to efficiently remove old jointed track and rail ties and then dig out old ballast. New rail ties and 40-ft sections of continuous welded rail were carefully placed into position before ballast was evenly distributed and the entire assembly was tamped to achieve the right elevation. The boom design enables all models to work on low-overhead jobs. This

the benefit of being driven on rail or on the highway between job locations, unlike standard rail-bound car movers. The ability to move the railcars without a locomotive or rail-bound car mover will increase efficiency by getting the railcars to the right spot at the right time. These units come with customer-specified bed design to maximize utilization based on job requirements. These trucks come standard with a rear coupler and an option to add a front coupler. The train air system is supplied with a hydraulic driven VanAir compressor.

22 Railway Track & Structures // November 2021

rtands.com

TRUCKS/HI-RAIL

Mitchell also sees an increasing demand for improved ride quality for both light-duty and heavy-duty trucks. For light duty, Mitchell offers its Road Rail aluminum wheels that are OEM quality-tested wheels with specific tires that deliver a ride equal to a standard truck ride. This combined with Mitchell’s independent Hi-Rail Gear Flexiride Suspension delivers an improved ride on and off rail. For heavy-duty trucks adding hydraulic suspension to the rear hi-rail gear self-compensates for uneven track and delivers a less bouncy ride on rail. Special configurations such as the Ford F-550 can be configured with under cab rail gear rail to negotiate tighter curves found on many transit systems. Mitchell’s rail gear system for Ford F-550 trucks fits around the standard rear fuel tank and incorporates reinforcement for easily adding on a truck frame extension for auxiliary equipment. Further, for Ford F-550 Mitchell offers its Epicyclic Hi-Rail Gear for narrow gauge track system. With Epicyclic Friction Drive Hi-Rail Gear the truck can travel forward at normal speeds. Custom Truck Custom Trucks 755 Hi-Rail Material Handler comes with a 23-ft to 25-ft telescopic grapple. Other features include: • Front rail sweeps; • Slotted rail links; • A heavy-duty rear bracket; • A 22-ft-long heavy-duty platform body; • An overhead material rack with tie down system; • A lift of up to 1,250 lb at full reach; • Mechanical two-lever joystick controls; • A DC 12/24 driven magnet system; • A 32-in. lifting magnet; and • A choice of bypass (73-in. open) or butt type (70-in. open) grapple.

products. Over the past five years, engineering has been busy developing the future of hi-railing. The total cost of ownership has been the driving factor in designs where DMF has made improvements to reduce maintenance costs. Some highlights are: • RW-1016—designed for light-duty trucks, utilizes sealed bearings, galvanized paddle and high-quality cylinders; • RW-1019B—designed to meet the rear fuel tank clearance on medium-duty trucks and improve curvature performance with a shortened axle wheelbase; • RW-1420 to RW-1650—introduced the Auto-Mechanical Locking System in 2020 to eliminate the pin-off applications; and • RW-2300HS—hydrostatic creep drive system with wireless controls introduced in 2020. Industry-Railway Suppliers, Inc. Industry-Railway Suppliers, founded in 1966, is the distribution representative of Supertrak machines, and a North America distributor of AREMA track tools, abrasives, heavy railroad equipment, work equipment wear parts, and mechanical shop tools. Supertrak is a 30-year, Cat-authorized OEM that features custom machines for many applications, and specializes in small footprint yet highperformance, up-fitted machines. The Supertrak SK170RR Hi-Rail Excavator is built for mobility and power. The SK170RR is based on a Cat 313 hi-rail platform, therefore it can be serviced at any Caterpillar dealer nationwide, or Supertrak directly. The excavator has a single 170-hp engine,

Brandt For nearly three decades, Brandt’s Road Rail division has served the rail industry with a range of mobile material handling and Maintenance-of-Way equipment, from multi-purpose railcar movers and specialized on-track cranes to custom railcars or repair and maintenance equipment. The Brandt Power Unit consistently delivers the power needed to safely and efficiently move up to 16 fully loaded ballast cars on the mainline at speeds up to 25 mph (forward/reverse), optimizing ballast transportation and placement operations. Utilizing both rail and road infrastructure, the R4 gets to the jobsite quickly and converts from road to rail in less than three minutes, minimizing track time and overall cost. The unit delivers up to 600 hp with 50,000 lb of tractive effort (without additional weight added to the deck) and can pull heavier loads up steeper grades at higher speeds without losing traction. The R4 achieves maximum stopping power with a 26C brake system ensuring positive control of the trailing railcars in addition to its own independent brake that controls the rubber drive tires and steel rail wheels. DMF DMF is the originator of the side-shift design, a unique application that allows the operator to get on track quickly and safely. This application is a key trait of all heavy-duty applications and set the standard for hi-rail systems. Innovation has been a key contributor to the success of DMF rail rtands.com

November 2021 // Railway Track & Structures 23

TRUCKS/HI-RAIL

or undercutting in remote places. This excavator meets national railroad safety specifications.

The Supertrak SK170RR High-Rail Excavator.

a small package with zero permit required for transportation due to its compact size, making it well suited for land clearing, vegetation management, brush cutting,

The Railway Educational Bureau Track Safety Standards

BKTSSAF

Track Safety Standards, Subparts A-F Only $9.86 for orders of 50 or more!

$10.95

Bridge Safety Standards FRA Part 237 establishes Federal safety requirements for railroad bridges. This rule requires track owners to implement bridge management programs, which include annual inspections of railroad bridges, and to audit the programs. Part 237 also requires track owners to know the safe load capacity of bridges and to conduct special inspections if the weather or other conditions warrant such inspections. Updated May 3, 2021. Bridge Safety Standards $7.95 BKBRIDGE Only $7.15 for orders of 50 or more!

The Railway Educational Bureau 1809 Capitol Ave., Omaha NE, 68102 www.RailwayEducationalBureau.com 24 Railway Track & Structures // November 2021

Workplace Safety

Subparts A-F

Track Safety Standards, contains all the Track Safety Standards, Subparts A-F, for Classes of track 1-5. The standards cover general information, Roadbed, Track Geometry, Track Structure, Track Appliances and Track-Related Devices, and Inspection. Includes Defect Codes. Updated May 3, 2021.

Federal Regulations

This reprint includes the FRA's Railroad Workplace Safety Standards addressing roadway workers and their work environments. These laws cover such things as: personal protective equipment, fall protection, and scaffolding for bridgeworkers; and training issues. Also includes safety standards for on-track roadway vehicles. Updated May 3, 2021.

BKWRK

Railroad Workplace Safety Only $9.45 for orders of 50 or more!

$10.50

Track Calculator The Track Safety Standards Calculator is a must for anyone who works on track. This slide rule type calculator contains many of the details for Classes of track 1- 5. Deviation from uniform profile and from zero cross level. Difference in cross level. Compliant with part 213. BKTCAL Track Calculator $10.50 Only $9.50 for orders of 50 or more! Updates from the Federal Register may be supplied in supplement form.

800-228-9670

www.transalert.com

Add Shipping & Handling if your merchandise subtotal is:

U.S.A. CAN Orders UP TO $10.00 $4.75 $9.20 over $75, 10.01 - 25.00 8.80 15.35 call for 25.01 - 50.00 12.00 20.05 shipping 50.01 - 75.00 13.50 25.05

rtands.com

Photo Credit: Industry-Railway Suppliers, Inc.

dedicated high flow with reversing fans, and multi-functionality. The hi-rail is equipped with 4-wheel drive and 4-wheel brakes. The SK170RR maintains huge power in

Vancer Lifecycle product value and demand on the country’s supply chain is top of mind with the railroad industry. Class 1s, short lines and contractors need products that perform multiple functions, providing operators and rail maintenance crews versatile options while maintaining rail lines. Vancer’s hi-rail equipment options, like the 161-hp CHX25 Hi-Rail Excavator, will continue to keep rail operations on target for key maintenance projects. In addition to the machine’s horsepower, it features a hydraulically powered hi-rail gear undercarriage with multiple tool carrier functionality and unmatched travel and transport capabilities. Hi-rail equipment from Vancer is engineered to easily move on and off track lines and versatile enough to allow operators to undercut, trench, tie insert, tamp, brush cut and more.

AUGUST 28-31, 2022 • DENVER, CO If you want to educate and inform the railway industry, this is your opportunity to enlighten your peers by presenting at the AREMA 2022 Annual Conference & Expo. Let this be your platform to present your knowledge and expertise to the railroad industry.

Submit your Abstract at conference.arema.org by December 10, 2021.

IT’S TIME TO

RENEW YOUR MEMBERSHIP Community • Career Connections Continuing Education • Technical References

DON’T LOSE YOUR BENEFITS Renew your membership online at www.arema.org

Message From The President

MICHAEL P. FREEMAN AREMA President 2021-22

all has arrived and one of my favorite spectator sports, football, is now in full swing. I’m reminded of how important each of the team members is to ensure success. The kicker for the Baltimore Ravens recently set an NFL record (66 yards) for the longest made field goal. While he’s no doubt talented, I’m certain that kick wouldn’t have been made without the support of his teammates blocking up front. AREMA is no different—the entire headquarters staff is key to ensuring we recruit and retain members by providing value-added education and resources. Last month I introduced you to a portion of the headquarters staff—this month I will introduce the rest of the staffers who compose our winning team. JANICE CLEMENTS Director, Database Management Systems Janice Clements has worked for AREMA for over 21 years and became Director, Database Management Systems, in April 2021. She is responsible for the operation of the association management software and other associated functions requiring database support. She is a graduate of Bowie State University with a BS degree in Business Management. Janice also is a member of NiUG International, the American Society of Association Executives, and the League of Railway Women. DESIRÉE KNIGHT, CAE, CMP, DES Senior Director, Education and Meetings Desirée joined AREMA in 2000. Her focus is 26 Railway Track & Structures // November 2021

on the planning and execution of large-scale events such as the AREMA Annual Conference and Expo and Railway Interchange. If you’ve ever attended one of these events, you clearly understand the magnitude of each event. Desirée does a great job executing them. She was named the 2019 Event Industry Council, Pacesetter - D&I Social Responsibility, as well as a 2017 and 2019 Meeting Today Magazine Meeting Trendsetter. Most recently Desirée was named the PCMA Chairwoman Elect for the 2022 term and subsequent chair for the 2023 term, a welldeserved honor. LINDSAY MCNICHOLAS, MBA, CEM Director, Marketing and Communications Lindsay joined AREMA as the manager of Marketing and Communications over seven years ago and was promoted to Direc-

“

THAT KICK WOULDN’T HAVE BEEN MADE WITHOUT THE SUPPORT OF TEAMMATES BLOCKING UP FRONT.

tor, Marketing and Communications, in 2015. Lindsay is responsible for all phases of marketing and communication for AREMA and coordinates those efforts with all departments within the organization. She has BS and MBA degrees from York College of Pennsylvania. Lindsay is a member of the American Society of Association Executives, the League of Railway Women, and the American Marketing Association. SKIP GMEINER Director, Information Technology Services Skip has worked for AREMA since 2016 and oversees all things IT. With over 20 years of experience in the IT field, Skip is the go-to for all IT functions throughout the organization. He has a BA degree from Indiana

University of Pennsylvania and is certified in multiple Microsoft Operating Systems. Skip is a member of the American Society of Association Executives. ALAYNE BELL Manager, Committees and Technical Services Alayne joined AREMA in February 2016, bringing over 10 years of association-related experience. Alayne works closely with the AREMA committees by coordinating their activities while navigating through pre-publication of manual material and other publications. Alayne also supports the AREMA Student Chapters as well as the Educational Foundation Scholarship Program. She has a BA degree in Literature from American University and is a member of the American Society of Association Executives and the League of Railway Women. CHRISTY THOMAS, CEM Associate Director, Membership and Services Christy Thomas, who has been with AREMA since 2010, is charged with developing initiatives to recruit members to AREMA and to continuously provide our current membership value so members remain part of the AREMA organization. Christy has a BS degree in Business Management from Salisbury University. She holds a Certified Exhibit Management designation from the International Association of Exhibitions and Events and is a member of the American Society of Association Executives as well as the League of Railway Women. MORGAN BRUINS Education and Services Manager Morgan currently serves AREMA as the Education and Services Manager. She joined AREMA in 2015 and serves in a support role in several key service areas, which are critical to the success of the organization. Morgan holds a BS degree from Liberty University. Her primary focus is to support the Annual Conference and symposium and seminar/ webinar programs. Morgan also oversees the Corporate Publication License Agreements and is involved in publication sales. She is a member of the Professional Convention Meeting Association, the American Society of Association Executives, and the League of Railway Women. rtands.com

ERICA RIDGE Marketing & Membership Coordinator Erica is the newest member of the AREMA staff, having joined the AREMA headquarters staff in June of 2019. She is a graduate of Towson University where she earned a BS degree in Mass Communication. Erica has a strong aptitude for working on advertising initiatives and promotional efforts. She also is routinely involved with projects related to the Membership Department. Erica is often the first contact for our members and supporters. She is a member of American Society of Association Executives and League of Railway Women. In my short time interacting with headquarters staff on a regular basis, I have found the staff to be both knowledgeable and eager to help. If you have questions about AREMA or how things work, do not hesitate to call on any of these professionals. They are committed to providing service and information to support the membership or any others who need information about AREMA. Until next time, be well and stay safe.

FYI Call For Papers: Papers are now being accepted for the AREMA 2022 Annual Conference & Expo to be held in Denver, Colo., Aug. 28-31, 2022. The deadline is Dec. 10, 2021. Please visit www.arema.org for more information and to submit an abstract online. The AREMA Scholarship Program is now accepting applications for the 2022-2023 academic year. The AREMA Educational Foundation provides scholarships to engineering students who are specializing in the railway industry and supports other educational and training endeavors that help ensure the future of the profession. Application deadline: Dec. 3, 2021. Did you miss the AREMA 2021 Virtual Conference? The platform is now available on demand for you to learn while on the go. Purchase now at www.arema.org. Order the 2021 Manual 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. 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 members from every aspect of the railway industry. Come “roll with AREMA” on your favorite streaming platform. Leverage the power of your trusted association’s Railway Careers Network to tap into a talent pool of job candidates with the training and education needed for longterm success. Visit www.arema.org/careers to post your job today.

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

UPCOMING COMMITTEE MEETINGS 2022 MEETINGS FEB. 8-9

FEB. 10

MARCH 9-10

MAY 16-18

Committee 15 - Steel Structures Fort Worth, Texas

Committee 9 - Seismic Design for Railway Structures Irvine, Texas

Committee 39 - Positive Train Control TBD

Committee 5 - Track New Orleans, La.

MAY 17-18

JUNE 8-9

JUNE 9-10

SEPT. 27-28

Committee 15 - Steel Structures Chicago, Ill.

Committee 9 - Seismic Design for Railway Structures Anchorage, Alaska

Committee 8 - Concrete Structures and Foundations Anchorage, Alaska

Committee 15 - Steel Structures Virtual Meeting

2023 MEETINGS

Join a technical committee

MAY 16-17 Committee 15 - Steel Structures Pueblo, Colo.

rtands.com

Joining a technical committee is the starting point for involvement in the association and an opportunity for lifelong growth in the industry. AREMA has 30 technical committees covering a broad spectrum of railway engineering specialties, including our new Committee 35 - Information Technology. Build your network of contacts, sharpen your leadership skills, learn from other members and maximize your membership investment. If you’re interested in joining a technical committee or sitting in on a meeting as a guest, please contact Alayne Bell at abell@arema.org.

November 2021 // Railway Track & Structures 27

WILLIAM AREMA W. HAY NEWS AWARD 20212020 The Dr. W.W. Dr. William Hay Award W. Haywinner Award C a d i a n N awas tiona l R a i l w ato y fora nExcellence awarded Company (CN) Hanson Professional Services Inc. for its workjoin on Norfolk Southern’s Grand Please us in congratulating the River Dr. Bridge emergency repairs in 2021 W.W. Hay Award winner C a n a d i a Mo. n National Railway Brunswick, Company (CN) for its project, New McComb Bonnet Carré A dedicated team fromSpillway Norfolk Bridge. The project replaced the Southern Corp., Hanson Professional longest timber trestle in North S e r v i c e s which I n c . was a n dbuilt M a sins m an America, 1934 and was nearing the end of its Construction Co. worked together service life. This was therebuild largest to help Norfolk Southern a endeavor to date within CN’s bridge in 27 days after it collapsed strategic bridge initiative. The under theaddressed pressure of adecades flooded river project of and debris. climate influences and significant deterioration of the existing timber trestle. project A buildupThis of treemulti-year limbs and high water removed permanent had been pushing on theoperating 103-yearrestrictions and multiple inspection oldq rail River re u i rebridge m e ntsover d uthe ri n gGrand s p i l lwa y near Brunswick, Mo., leading Norfolk operations, thus enhancing the performance, andevening safety Southern to cutreliability, the rails the of across and the of railroad Oct. 1 tooperations relieve pressure Bonnet Carré Spillway. prevent further damage to its rail line. A portion of the bridge was wipednow out More AREMA publications within minutes. Four spans and three available in downloadable format piers—about 267 ft of the 1,110-ft-long The AREMAswept Practical bridge—were away. Guide to Railway Engineering and Bridge Inspection Handbook are now With the bridge out, up to 14 trains available as e-publications. Get per day had to c o nve n i e n t a c c ebe s s detoured, to th e s e publications in that a downloadable, causing delays affected the PDF format and take of area’s economy. Grainadvantage is carried out the benefits of our e-publications: of Chariton County on the tracks, which • I m mrun e d ithrough a te a cBrunswick. c e s s to tThe he bridge collapse occurred during material; harvest season—another blow to • Searchable, PDF format; farmers who had been set back by severe flooding in the spring. And • Convenient, printable format the(following longer the bridge Copyrights); was closed, AREMA’s theand risk of financial loss increased for Norfolk Southern. The railroad faced • Portable and accessible on-thean urgent repair. go through our Publications Portal. The next morning, Norfolk Southern contacted A R E M A pits u bcontractor, l i c a t i o n s Massman, are an exc eHanson l l e n t for r e fassistance. e r e n c e to o l f o r and those who are looking to better understand U l t i m a te l y, the t h erailway p ro j e industry ct was and the processes. Purchase completed in 27 days—weeks ahead a corporate license today for of the originally estimated 56-day multi-user access to be sure your all employees are well versed in schedule. railroading best practices. To see the complete of AREMA Please join AREMA in list congratulating e-publications, to purchase, or Hanson Professional Ser vices to learn more, please contact Inc. and its partners onor their publications@arema.org visit achievement. www.arema.org.

28 Railway Track & Structures // November 2021

GETTING TO KNOW

Timber Structures Committee 7 Chair Christopher Frank

CHRISTOPHER FRANK Public Projects Manager Alfred Benesch & Company AREMA: Why did you decide to choose a career in railway engineering? FRANK: I always had a fascination with railroading as a child from reading my grandfather’s various train books. I was particularly interested in admiring trains going over bridges or through tunnels and enjoyed all the model train building he did. I had an opportunity to work at a railroad museum where I was able to learn the various careers within the industry as well as try out a number of crafts later in school. During my freshmen orientation, one of the professors mentioned bridge design and railroading, and that’s when I looked at my mom and said, “I want to be

a railroad bridge engineer.” AREMA: How did you get started? FRANK: I started off as a bridge design engineer working for Ralph Whitehead Associates/STV Inc. in Jacksonville, Fla. After a couple years, I found an opportunity with a short line partner, Genesee & Wyoming, working for their Southern Region as a bridge manager. I would say that’s where I got my big start. I was able to contribute to the company’s engineering team on bridge inspection procedures, updated the bridge program, assisted with various training programs, and promoted a safety culture where everyone went rtands.com

home the same way they arrived at work that day while keeping trains safe. AREMA: How did you get involved in AREMA and your committee? FRANK: When I started with Genesee & Wyoming, my boss at the time, who was on Committee 15 – Steel Structures and Committee 10 – Structures Maintenance & Construction, felt that we should have a representative on Committee 7 – Timber Structures with a background in working with railroad bridges made of timber as more than likely these would still be around during the lifetime of the railroad. I had already been an AREMA member, and without hesitation submitted my resume for acceptance into the committee. I was accepted and went to my first meeting in Chicago, Ill., in the fall of 2009, where I have been contributing and participating as an active member ever since.

௘7D[ 6WDWXV

AREMA: Outside of your job and the hard work you put into AREMA, what are your hobbies? FRANK: In addition to spending time with my family, I enjoy various outdoor activities where I get to perfect my photography skills. I also enjoy playing volleyball with my wife’s family as well as occasionally building Lego sets. I collect coins and have been doing so since I was about 10 years old. I love to cook and bake. AREMA: Tell us about your family. FRANK: I have a wonderful wife, Elina, and we have been married for three years. We have two beautiful children, Henry, who is two years old, and Daniel (Danny), almost two months old.

F ௘7RWDO 3DLG 'LVWULEXWLRQ

AREMA: If you could share one interesting fact about yourself with the readers of RT&S, what would it be? FRANK: I earned my Eagle Scout Rank in January 1999, where I received the railroading, photography, and cooking merit badges along with earning Silver Palm, which is earning 15 additional merit badges beyond what is required for Eagle. AREMA: What is your biggest achievement? FRANK: Safety is very important in the railroad industry and was very much a way of life during my tenure at Genesee & Wyoming. During my career with the Southern Region, the engineering team which I was a part of went seven years injury free, which included 19 railroads over eight states. AREMA: What advice would you give to someone who is trying to pursue a career in the railway industry? FRANK: There is more to railroading than just locomotives moving freight down the track. My biggest advice would be to keep an open mind and to try new things that could lead to a number of opportunities in a vast industry. Be prepared that the work is hard and demanding, yet the rewards from the friendships and relationships you build along the way in your career are great. rtands.com

F ௘7RWDO 3ULQW 'LVWULEXWLRQ /LQH I 3DLG (OHFWURQLF &RSLHV /LQH D

November 2021 // Railway Track & Structures 29

Products & Services

REESE WHAT CAN WE DO FOR YOU?

• Track construction and maintenance • On-track ditching and rotary dump service • On-track tree trimming and brushcutting • Storm and flood cleanup and debris removal • Tie distribution, removal and disposal

Washington ● California ● Nebraska ● Texas ● North Carolina (360) 694-3221 www.omega-industries.com

K. W. Reese, Inc.

MARKETPLACE SALES

(717) 328-5211 • FAX (717) 328-9541 • www.kwreese.com

FRANK ROSE

Box 298 • Mercersburg, PA 17236

P: 917-856-1808 frose@sbpub.com

10 TIME NRC SAFETY AWARD WINNER

ALL MAJOR CREDIT CARDS ACCEPTED

The Railway Educational Bureau Railway Geotechnics Railway Geotechnics covers track, track substructure, load environment, materials, mechanics, design, construction, measurements, and management. It is written primarily for professionals and graduate students.

BKGEOTECH

Railway Geotechnics

$230.00*

Introduction to North American Railway Signaling

Introduction to North American Railway Signaling covers the basics of signaling philosophy and techniques.This is the book you need for information pertaining to signaling systems used in the various rail transportation modes in North America.

BKINARS

$56.95

North American Signaling

The Track Data Handbook

$48.50

The Railway Educational Bureau 1809 Capitol Ave., Omaha NE, 68102 www.RailwayEducationalBureau.com 30 Railway Track & Structures // November 2021

Design and Construction of Modern Steel Railway Bridges, Second Edition

This new edition encompasses current design methods used for steel railway bridges in both SI and Imperial (US Customary) units. It discusses the planning of railway bridges and the appropriate types of bridges based on planning considerations. BKDMSRB2 Design & Const. of Mod. Railway Bridges $190.00*

Dictionary of Railway Track Terms The most comprehensive collection of definitions relating to track. Over 1500 terms from antiquated forgotten slang to today's jargon. Clearly illustrated line art enhances the text.

BKRTT Dictionary of Railway Track Terms

$35.00

All About Railroading -

Reprinted by popular demand, this book is a valuable reference for roadmasters, track supervisors, track foreman, surveyors and others involved in the planning and execution of track maintenance and construction work. Fold-out diagrams. Softcover. 301 pages.

BKTDH Track Data Handbook

Track Resources

Second Edition

All About Railroading-Second Edition is the book for anyone who wants to learn the basics of today’s fascinating, high-tech railway industry.

BKAARR All About Railroading

800-228-9670

www.transalert.com

$35.95 Add Shipping & Handling if your merchandise subtotal is: U.S.A. CAN U.S.A. CAN

25.01 - 50.00 50.01 - 75.00 75.01 -100.00

12.00 20.05 13.50 25.05 16.06 32.70

100.01 - 150.00 150.01 - 200.00 200.01 - 300.00

18.25 42.50 21.40 56.75 26.00 70.40

Orders over $300, call for shipping

rtands.com

AD INDEX

COMPANY

PHONE #

FAX #

E-MAIL ADDRESS

PAGE #

AREMA Marketing Department

301-459-3200

301-459-8077

marketing@arema.org

25,C3

Diversified Metal Fabricators

404-875-1512

404-875-4835

sales@dmfatlanta.com

Gradall Exacavator

800-445-4752

330-339-8468

gradall.com

Hiab USA Inc

419-482-6000

Jani.Koskinen@hiab.com

Holland Co

708-672-2300

708-672-0119

sales@hollandco.com

Hougen Manufacturing, Inc.

866-245-3745

800-309-3299

info@trak-star.com

Loram

763-478-6014

763-478-2221

sales@loram.com

Mitchell Ral Gear

734-529-3400

734-529-3433

Lovitt@Mitchell-RailGear.com

NORDCO

414-766-2180

414-766-2379

kmathesius@nordco.com

Plasser American Corp.

757-543-3526

757-494-7186

plasseramerican@plausa.com

16-17

Progress Rail a Caterpillar Co

256-505-6402

256-505-6051

info@progressrail.com

Railway Education Bureau The

402-346-4300

402-346-1783

bbrundige@sb-reb-com

24,30

Western Cullen-Hayes Inc

773-254-9600

773-254-1110

jm@wch.com

WVCO Railroad Solutions

541-484-9621

541-484-1987

wvcorailroadsolutions@wilvaco.com

Advertising Sales MAIN OFFICE JONATHAN CHALON Publisher 88 Pine St., 23rd Floor New York, NY 10005 (212) 620-7224 Fax: (212) 633-1863 jchalon@sbpub.com AL, KY, JONATHAN CHALON 88 Pine St., 23rd Floor New York, NY 10005 (212) 620-7224 Fax: (212) 633-1863 jchalon@sbpub.com

CT, DE, DC, FL, GA, ME, MD, MA, NH, NJ, NY, NC, OH, PA, RI, SC, VT, VA, WV, CANADA – QUEBEC AND EAST, ONTARIO JEROME MARULLO 88 Pine St., 23rd Floor New York, NY 10005 (212) 620-7260 Fax: (212) 633-1863 jmarullo@sbpub.com AR, AK, AZ, CA, CO, IA, ID, IL, IN, KS, LA, MI, MN, MO, MS, MT, NE, NM, ND, NV, OK, OR, SD, TN, TX, UT, WA, WI, WY, CANADA – AB, BC, MB, SK HEATHER DISABATO 20 South Clark Street, Suite 1910 Chicago, IL 60603 (312) 683-5026 Fax: (312) 683-0131 hdisabato@sbpub.com

THE NETHERLANDS, BRITAIN, FRANCE, BELGIUM, PORTUGAL, SWITZERLAND, NORTH GERMANY, MIDDLE EAST, SOUTH AMERICA, AFRICA (NOT SOUTH), FAR EAST (EXCLUDING KOREA /CHINA/INDIA), ALL OTHERS, TENDERS JEROME MARULLO 88 Pine St., 23rd Floor New York, NY 10005 (212) 620-7260 Fax: (212) 633-1863 jmarullo@sbpub.com

SCANDINAVIA, SPAIN, SOUTHERN GERMANY, AUSTRIA, KOREA, CHINA, INDIA, AUSTRALIA, NEW ZEALAND, SOUTH AFRICA, RUSSIA, EASTERN EUROPE BALTIC STATES, RECRUITMENT ADVERTISING SIMONE FAHR +01149 175 2411426 sfahr@railjournal.com

Reader Referral Service This section has been created solely for the convenience of our readers to facilitate immediate contact with the RAILWAY TRACK & STRUCTURES advertisers in this issue.

ITALY, ITALIAN-SPEAKING SWITZERLAND DR. FABIO POTESTA Media Point & Communications SRL Corte Lambruschini Corso Buenos Aires 8 V Piano, Genoa, Italy 16129 +39-10-570-4948 Fax: +39-10-553-0088 info@mediapointsrl.it JAPAN KATSUHIRO ISHII Ace Media Service, Inc. 12-6 4-Chome, Nishiiko, Adachi-Ku Tokyo 121-0824 Japan +81-3-5691-3335 Fax: +81-3-5691-3336 amkatsu@dream.com CLASSIFIED, PROFESSIONAL & EMPLOYMENT FRANK ROSE 917-856-1808 frose@sbpub.com

The Advertisers Index is an editorial feature maintained for the convenience of readers. It is not part of the advertiser contract and RTS assumes no responsibility for the correctness. rtands.com

Novhember 2021 // Railway Track & Structures 31

LAST STOP

Financing Amtrak in the long run While unexpected appropriations are nice, Amtrak needs dedicated funding By David C. Lester, Managing Editor

his month, we wade into an issue debated for decades: Dedicated funding for Amtrak. While previous efforts to get this off the ground have failed, the infrastructure legislation sitting in the House brings it to mind once again. The latest iteration of dedicated funding legislation, the Intercity Passenger Rail Trust Fund Act (S. 899), introduced by U.S. Sen. Richard Blumenthal (D-Conn.) and U.S. Rep. Danny Davis (D-Ill.), came to Congress earlier this year. Like its most recent predecessor, the Intercity Passenger Rail Trust Fund Act of 1995 (S.1395), this bill is not moving forward. According to Blumenthal, “This bill envisions the long-term, steady funding commitment to our nation’s passenger rail system necessary to ensure it is safe and reliable for passengers today and long into the future.” This legislation calls for $5.4 billion to be placed in the fund each year, with 40% going to the Northeast Corridor and 60% for the National Network. Davis said that “Today, passenger rail represents an opportunity for economic revival, cleaner infrastructure, and more efficient travel; it also provides an adequate solution to ground and airport traffic congestion while incorporating rural America into a national transportation system.” The history of Amtrak financing is a torturous one. Each year since its creation in 1971 (50 years ago), the agency has had to go hat in hand to Congress to argue for an amount of money that would barely maintain the current system and allow for occasional equipment purchases. And, from time to time, Amtrak has received special appropriations. Moreover, Amtrak has been subject to severe political winds, and the amount of money appropriated each year has varied. In a 2017 Congressional Research Service report, the U.S. DOT Inspector General said that not having a dedicated source of funding, “has significantly affected Amtrak’s ability to maintain safe and reliable infrastructure and equipment, and increased its capital program’s annual cost.” Passenger rail advocates often talk about the need for a national network. If the U.S. wants a robust nationwide network, why has there not been more support for dedicated funding? Could it be that support of Amtrak 32 Railway Track & Structures // November 2021

is based primarily on local interests, without regard to the rest of the network? In other words, is there a national will for a national network? The recent infrastructure bill passed by the Senate and awaiting action in the House is welcomed by nearly all who value passenger train service. For Amtrak, it’s a whopping $66 billion, which is the largest amount of money provided to Amtrak since its creation in 1971. The excitement generated by the prospect of this amount of money has sparked conversations of new Amtrak routes (about 30) and the development of high-speed rail (200+ mph) and higher-speed rail (79 mph) on existing and new routes, along with increasing train frequency on some existing routes. While I’m all for the development and strengthening of passenger rail, I believe the frenzy of excitement we find ourselves in at the moment is a bit much. With House leaders saying they will not pass the infrastructure bill without a concurrent $3.5 trillion bill for social programs, we can’t be sure if a compromise will maintain Amtrak’s $66 billion. Since there is not a dedicated funding source, Amtrak will still have to go to Capitol Hill every year to beg. If Amtrak does receive $66 billion, how generous will Congress be, particularly if the balance of power changes? We’ve been hearing about Amtrak’s equipment and infrastructure weaknesses for years, and the needs are great. Amtrak suffers from 50 years of underfunding. We may not entirely know the number of projects and the amount of money needed to get today’s Amtrak system in good shape. How do we know that even $66 billion would be enough? Why not focus exclusively on replacing worn-out cars, locomotives, stations, and other infrastructure projects? Should we invest some of Amtrak’s windfall in the Maryland B&P Tunnel Project or the Hudson River Tunnel Project? We’ve heard warnings that these tunnels are in terrible shape and carry around 200,000 passengers per day. How likely is a tunnel disaster at this point? Let’s get the current Amtrak system off the critical list before we start seriously thinking about new routes. Although state funding will help with many of these, adding 30 regional trains would increase Amtrak’s

expenses significantly. And, let’s not even think about additional high-speed rail at the moment. Those projects are another ball game entirely, and the two primary ones under development by other organizations have been a struggle. I’m sorry, but Amtrak is not ready to take that on. Whatever amount of money Amtrak receives from infrastructure legislation should be spent carefully and wisely. And, again, the focus should be almost entirely on rehabilitating the infrastructure and quality of service of the existing system. And, we finally need to get serious about a dedicated funding source if Amtrak is to provide the country long-term reliability and quality service. A government windfall would be helpful but will not ensure the long-term viability of the agency. Sixty-six billion dollars sounds like a tremendous amount of money, and it is. However, as we’ve seen, the costs of projects and programs often end up much higher than initially anticipated. If Amtrak is fortunate enough to get a windfall federal investment, let’s not blow it on misplaced priorities and shiny new objects. Let’s get the patient healthy, so we’ll have a solid base for expanded U.S. rail passenger service in the not-too-distant future.

David C. Lester

rtands.com

NOW AVAILABLE

N DEMAND

Nearly 70 Technical Presentations Keynote Addresses Virtual Conference welcome by AREMA Past President Victor R. Babin Panel discussion to lead the Next Generation into the industry Obtain up to 14.25 PDHs Young Professionals Panel Discussion and Reception Purchase now and earn your PDHs at www.conference.arema.org

SAVE THE DATE

May 15-17, 2022 Kansas City, MO Kansas City Marriott Downtown Hotel

For more information, visit www.arema.org/symposium

NOT ALL MOW MACHINES ARE CREATED EQUAL TrackStar railway maintenance machines, by Gradall, are the industry’s only multitasking MOW solutions for Class 1, short line, commuter rail and contractor work. Rapid Drive highway speed models can be driven to crossings at 60 mph and on the rail at 30 mph.

ONLY GRADALL: Offers 220° Full Boom Tilt With no Bucket Force Loss Can Work in Tunnels or Under Bridges and Catenary Wire Runs a Full Spectrum of Hydraulic and Electric MOW Attachments