Midwest Flooding Recovery
TAKING ON
WATER
Railroad companies battle Mother Nature and come out on top
BART REHEARSES, THEN BUILDS Bay Area Rapid Transit executes massive modernization project
October 2019 | www.rtands.com
REMOTE AREA FEELS RIGHT AT HOME
Contractor does its best to get comfortable with Alaska job
WAITING FOR THE INBOUND
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February 2018 // Railway Track & Structures 1
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contents
October 2019
FEATURES
10
Just how it was rehearsed BART executes massive system upgrade by scheduling practice rounds
16
Rollin’ on the river Railroads in the Midwest battle flooding
24
24 NEWS
4
Streamlining Flooding in Alaska
Cover photo credit: Dakota & Iowa Railroad
Bridge T-480 lies in the Big Sioux River, just south of Canton, S.D. See story on p 16.
Follow Us On Social Media Railway Track & Structures @RTSMag
DEPARTMENTS
6
TTCI Effects of moisture on degraded ballast
A Pass with no fail Contractor finds the best ways to deal with remote jobsite in Alaska
30
Waiting for the inbound Crosstie market showing signs of improving, but other factors come into play
40
A place for water to go Spring flooding has ditching and drainage market on the upswing
44
AREMA News Message from the President, Getting to Know, Wisconsin smart city
48 51
Classifieds
Columns
Advertisers Index
3
51
Sales Representatives
On Track Talk the talk ... with the railroad
52
Last Stop Automated trains
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October 2019 // Railway Track & Structures 1
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On Track
Talk the talk ... with the railroad Vol. Vol.115, 115,No. No.10 6 Print ISSN # 0033-9016, Digital ISSN # 2160-2514 EDITORIAL OFFICES 20 South Clark Street, Suite 1910 Chicago, Ill. 60603 Telephone (312) 683-0130 Fax (312) 683-0131 Website www.rtands.com WILSON Bill Wilson Editor-in-Chief wwilson@sbpub.com David Lester KyraC. Senese Managing Editor dlester@sbpub.com ksenese@sbpub.com Bob Tuzik Consulting Editor btuzik@sbpub.com CORPORATE OFFICES 88Broad Pine StSt23rd 55 26thFl. Fl. New York, N.Y. 10004 10005 Telephone (212) 620-7200 Fax (212) 633-1165 Arthur J. McGinnis, Jr. President and Chairman Jonathan Chalon Publisher Mary Conyers Production Director Nicole D’Antona Art Director Hillary Coleman Aleza Leinwand Graphic Designer Maureen Cooney Circulation Director Michelle Zolkos Conference Director Customer Service: 800-895-4389 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
S
ome blocks were backwards; some were upside down. It called out to my obsessivecompulsive behavior from behind my carriage-house garage. For a few years I lived in a historic neighborhood in Elgin, Ill. I love anything that carries some history, so it was the perfect place for my old soul. This historic neighborhood had a board, and any time you wanted to make a change to the outside of your home you had to fill out the proper paperwork and present it all to this panel. These people were there to preserve the look of this landmark section of town. If you were to stick one of those toy windmills in the front yard the group would be all over you about it. Let’s just say they were proud of what they represented. As long as the change/ addition/renovation did not effect the front of the house (something you could see from the street), the historic board acted like it did not exist. This was my problem. The neighbor behind us had to take care of his lawn, where a portion of it was collapsing against our garage, behind our house and away from the street. The solution was for him to construct a retaining wall, and he did ... the cheapest way possible. When work was complete I ran out to look behind my garage, only to see disorder and disarray with the blocks. It was a low-cost solution, all right. It was value engineering in the worst way. I complained to a guy considered the godfather of Elgin historic houses. His response: “Just talk to him [the neighbor].” I thought we were past talking, so I just fought with my obsessive compulsiveness. I got used to losing. Canadian National and Wisconsin Central Ltd. want to construct a massive car lot in rural Wisconsin. The duo recently purchased land from Robert and
Leona Asp (why am I picturing an angry farmer with a pitchfork here?) and they hope to move 480 cars daily. The work will be handled by 40 rail cars a day, requiring 40 one-way truck trips and 80 round trips daily. The location is considered to be at the gateway of New Richmond, Wis., and town officials and citizens believe the car depot will be more like the grand entrance of an eye sore. The thought of trucks moving in and moving out all day long is not sitting well, so New Richmond and the town of Richmond (I’m not sure if you can really tell them apart) met in mid-September with the goal of fighting back. It was decided that the board would hire law firm Hawks Quindel S.C., which features lawyer Kathy Chung. Chung has an in with the Wisconsin Department of Transportation, where she once served as head of the agency’s Railroad Division. In the past courts have handed cases like these to the Surface Transportation Board, which usually makes a recommendation to rule in favor of the railroad. It is my understanding that local officials and residents have been meeting with Wisconsin Central Ltd. and Canadian National and have expressed a number of concerns. If the line of communication is still open, why send in the lawyers? I get it, to send a message of force, but I would like to think the railroad would be willing to work with the people to come up with the best solution. Keep the meetings civil and simple, not complex and threatening. If this is not done, the railroad will win and residents will be forced to look at something they dislike. I have tried that, and I would not recommend it.
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, 55 Broad St. 26th Floor, New York, NY 10004. Printed in the U.S.A. Periodicals postage paid at New York, NY, and additional mailing offices. Pricing: Qualified individual and railroad employees may request a free subscription. Non-qualified subscriptions printed and/or digital version: 1 year Railroad Employees (US/ Canada/Mexico) $16.00; all others $46.00; foreign $80.00; foreign, air mail $180.00. 2 years Railroad Employees US/Canada/Mexico $30.00; all others $85.00; foreign $140.00; foreign, air mail $340.00. Single Copies are $10.00 ea. Subscriptions must be paid for in U.S. funds only. COPYRIGHT © Simmons-Boardman Publishing Corporation 2019. All rights reserved. Contents may not be reproduced without permission. For reprint information contact: PARS International Corp., 102 W 38th St., 6th Floor, New York, N.Y. 10018 Phone (212) 221-9595 Fax (212) 221-9195. For subscriptions and address changes, Please call (US Only) 1-800-553-8878 (CANADA/INTL) 1-319-364-6167, Fax 1-319-364-4278, e-mail rtands@stamats.com or write to: Railway Track & Structures, Simmons-Boardman Publ. Corp, PO Box 1407, Cedar Rapids, IA. 52406-1407. POSTMASTER: Send address changes to Railway Track & Structures, PO Box 1407, Cedar Rapids, IA. 52406-1407.
October 2019 // Railway Track & Structures 3
Streamlining
And away
It Goes
The Snow River in Alaska was a flood victim, and when it finally receded in late August washouts were revealed along the Alaska Railroad line.
4 Railway Track & Structures // October 2019
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Photo Credit: Alaska Railroad
Streamlining
For the latest industry news, go to www.rtands.com. If you would like to contribute a photo to the Streamlining section please send a high-res version to Bill Wilson at wwilson@sbpub.com. Photos must be no more than a month old.
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October 2019 // Railway Track & Structures 5
TTCI r&D
Rainy Days: Two-Part Study Shows the Effects of Moisture on Degraded Ballast Researchers take a look at Phase 1 testing dealing with drainage capabilities of the ballast section Stephen Wilk, Senior Engineer II Transportation Technology Center, Inc.
T
he goal of Transportation Technology Center, Inc.’s (TTCI) ongoing study of the effects of moisture on mud pumping and fine-contaminated ballast is to improve the detection of problematic locations and recommend maintenance practices. Phase 1 of TTCI testing quantified how moisture can increase settlement and reduce track modulus and drainage capabilities of the ballast section. The Phase 1 findings show that when ballast degradation is the fine type and rainfall is the water source, the moisture and slurry formation is a surficial issue, and several inches around the tie have been identified as the problematic region. Fine-contaminated ballast is a general term for ballast that has been contaminated by fine particles and is a common ballast issue faced by all railroads, especially when
wet, fine-contaminated ballast can increase track geometry degradation, requiring increased maintenance. In addition, multiple factors affect the performance of finecontaminated ballast, including: fine level, fine type, fine distribution, moisture level, moisture source, and moisture distribution in the track section, along with many other variables. Improved identification of problematic or future fine-contaminated ballast locations can improve maintenance planning efficiency and reduce the need for reactive maintenance. Ballast Rainy Section The Rainy Section is a 20-ft-long section of track in Section 36 of the Facility for Accelerated Service Testing (FAST) near Pueblo, Colo. The section contains upwards of 40 percent fines from natural ballast degradation, and has an irrigation and drainage system that allows the replication of rainfall and control of drainage in the track. This mimics a severe fine-contaminated ballast condition in which the majority of ballast voids are filled by ballast degradation material and the fines are evenly distributed amongst the ballast section. The irrigation system replicates rainfall as the water source on the ballast. Phase 1 testing The first phase of testing at the Rainy Section primarily involved characterizing how moisture affected track performance and the
mechanism leading to surface mud pumping. Multiple tests were conducted on the Rainy Section during Phase 1, but they can be simplified into three main conditions: • Dry and no mud pumping; • Wet and mud pumped; • Dry and mud pumped. After surfacing, the fines were typically evenly distributed in the ballast section. During wetting (e.g., 10 mm/hour of rain for two hours) and train passage, the fines underneath the ties became saturated and had a consistency similar to a slurry. As train passage continued, the tie pressure would pump the mud slurry up around the ties and onto the surface. This condition is commonly referred to as mud pumping. After being allowed to dry, the mud slurry remained at the surface, but had dried out representing the dry and mudpumped condition. Figure 1 shows how each of these conditions, along with the clean ballast condition as a baseline, affected track performance at the Rainy Section. The results are presented conceptually (higher bars represent higher severity of negative performance) because of the variation between tests and dependence on specific measurements. However, this should give a general idea of the effect of moisture and fine distribution on performance. The results also may vary for different situations. The Rainy Section results show:
Figure 1: Conceptual performance of four ballast conditions (higher bars indicate poorer performance).
6 Railway Track & Structures // October 2019
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surface, similar settlement rates as the dry fine-contaminated ballast condition, a lower track modulus (3,000 lb/in./in.), and greater inhibited drainage. Excess water took about five days to drain. • Wet, mud-pumped ballast: This condition had standing water and visual signs of mud at the surface, a settlement rate much greater than the other conditions (~3 times greater), a low track modulus (1,500 lb/in./in.), and inhibited drainage. Excess water took about five days to drain.
Figure 2: Photograph of mud pumping with standing water.
Figure 3. Step-by-step of mud pumping in Rainy Section (blue—rain, light brown–fine contaminated ballast, rust–slurry, brown—tie, yellow—tie pumping due to train operation).
• Clean ballast: This baseline condition typically shows small track settlement, track modulus value of about 4,200 lb/in./ in. Excess water can drain within minutes. • Dry, fine-contaminated ballast: This condition showed no visual signs of fines on the surface, had similar 8 Railway Track & Structures // October 2019
settlement rates to clean ballast when dry, a slightly lower track modulus (3,500 lb/in./in.), and inhibited drainage. Excess water took approximately one day to drain out. • Dry, mud-pumped ballast: This condition had visual signs of mud at the
In summary, increased settlement rate and decreased track stiffness is typically associated with wet ballast conditions. Inhibited drainage is associated with fines in the track section and this becomes more severe when the slurry (very low permeability) surrounds the tie and essentially forms a barrier. Mud-pumping mechanism Figure 2 shows mud pumping at the FAST Rainy Section. The observed process is as follows (see Figure 3): From the (a) dry initial condition, (b) rainfall (blue color) begins to wet the surface and upper ballast layer and ponds underneath the ties. After rainfall has increased the moisture levels underneath the ties to a high enough level and train passage causes the ties to pump up and down, (c) the fines and water form a mud slurry that is very soft and mobile (rust color). Excess water is anticipated to pond underneath the tie as well. Continual train passage causes the tie to pump, which pushes the mud slurry outward, away from the tie, while sucking surrounding fines to the voids generated. This likely causes the slurry to move downward and outward, but the easiest escape path is upward around the tie. Eventually, the slurry coats the tie and surface (d). Figure 4 depicts the final cross section. Multiple tests were run to determine the depth of the wet region (slurry). This involved moisture sensors and trenches. Both methods agreed that the wet region in the Rainy Section is the top several inches below the bottom of the tie. This suggests that the issue is primarily surficial and does not extend deep into the ballast section. General discussion As mentioned, the Rainy Section only represents a single situation, but the main ballast degradation condition and mud pumping rtands.com
TTCI r&d
can occur in other ballast and subgrade situations as well. The three requirements for mud pumping are observed as: 1) fine-contaminated ballast, 2) a water source, and 3) tie pumping. These are expanded below: • Fine-contaminated ballast: Fines are an obvious precursor for mud pumping, but the influence of fine level and fine type is significant. There should be a fine level threshold that is needed for the slurry to form and different fine types will likely affect how the slurry behaves.
drainage ditches. This likely causes fines from the lower ballast section to pump toward the surface. This suggests a deeper ballast layer problem and would require different remedial solutions. • Tie pumping: The tie moving up and down from train passage will not only help produce the slurry, but also will push the slurry upward around the ties. This indicates that the severity of mud pumping could be dependent on the amount of tie pumping.
• Water source: The source of water plays a significant role in mud pumping. At the Rainy Section, the water source comes from rainfall that accumulates at the surface because the low permeability of the ballast inhibits drainage. However, there have been other documented cases in which the water source is from a high water table (subsurface water) often from blocked
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The primary new finding from Phase 1 testing is that when ballast degradation is the fine type and rainfall is the water source, the moisture and slurry formation is a surficial issue. TTCI has reviewed other similar mud-pumping locations that developed at FAST and previous revenue service investigations and the observations agreed with the Rainy Section behavior. However, more investigations will be needed. Future Phase 2 testing will involve determining the benefits of various maintenance practices.
Figure 4. Cross-section of Rainy Section with surficial mud pumping.
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October 2019 // Railway Track & Structures 9
TRANSIT CONSTRUCTION
BART executes massive system upgrade by scheduling practice rounds By Bill Wilson, Editor-in-Chief
JUST HOW IT WAS REHEARSED
10 Railway Track & Structures // October 2019
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TRANSIT CONSTRUCTION
Photo Credit: BART
O
rtands.com
nce the show curtain is released, nothing is going to stop it from swallowing an act whole. The Bay Area Rapid Transit (BART) in the San Francisco/Oakland region is currently executing a massive reconstruction effort, one that will upgrade the system, which is about 50 years old, for the next half-century of service. The work windows, however, are extremely tight because service cannot be disrupted for long. Much of what is executed is timed to happen on weekends, especially if they are tagged to a holiday. So in order to ensure there are no slips or delays, the work is executed like a combat mission, which means preparation is vital. Before each stage there is rehearsal time to make sure everyone hits their cue, because in this line of work the last thing the public wants to see is extra time added to this so-called intermission break. When the time is up, the show is over. BART has no intentions of getting caught in the middle of an act. “It really reminds me of a military operation,” Laurence Farrell, group manager for civil engineering, track engineering and construction for BART, told RT&S. Farrell is a retired lieutenant colonel in the U.S. Army. “That is how precise it is. The professionalism, the attention to detail, the seriousness of the effect ... “Our inspectors are identified by discipline, they are identified by when they have to show up, they are identified by when they have to do reports. It truly is sequencing by the minute, by the person, by the discipline to ensure things are done safe, they are done correctly and they are done on time.” Before an operation hits ignition on the countdown, BART and the contractor do the practice run, laying out all of the components in a rail yard to make sure everything fits and what is scheduled to install is installed during a particular shutdown. “They are timing them ... making sure all of the components are there, making sure all of their parts and making sure the timings fit within the hour-by-hour schedule they are anticipating to do,” Sam Sowko, resident engineer for BART, told RT&S. One useful life ends, another begins But first, the funding had to be there. Back in November 2016, voters in the
Bay Area approved Measure RR, which authorized BART to issue bonds for $3.5 billion to rebuild its aging system. The modernization effort has been broken down into over 80 projects, with actual construction taking place only in the spring and fall months. “[Measure RR] was needed because so many parts were exceeding their useful life or are at the end of their useful life,” said Farrell. “There is excessive wear on the track, on the rails, on the switches and many other components that are required to operate a railroad so [the work] was definitely necessary. It is the first significant recapitalization of the system since Richard Nixon was president.” Even though the entire effort is broken down into individual projects, work done on the track components is being phased. Everything is prioritized. As for interlocking and switch rebuilds, those located in elevated areas are being done first before crews address components on the at-grade level. Ties also are being replaced. Back in the 1970s wood tie turnouts were installed, and all those are being replaced with concrete ties. “When you put our new switches in with concrete tie turnouts it is a lot smoother, quieter, more reliable and ultimately you will have no issues for another 50 years,” said Sowko. BART has a Rail Relay Crew, which is going around throughout the system and replacing rail. BART just moved its fleet over from a cylindrical wheel to a conical wheel, and tight curves and elevated areas are being addressed first for rail replacement. Sowko estimates the crew is replacing about 10 miles of rail a year. BART also is changing its tie plating, going from bolted connections to a Pandrol ‘e’ Clip assembly. The move will help with future maintenance. There also is preparation going on for automatic train control. Switch machines, cabling, communications, control indicators and power are all being updated and will remain in place. The third rail, the contact rail, is being upgraded with a stainless steel capped aluminum section that has a higher capacity. “It is all in anticipation of more trains running in the same area,” said Sowko. “[The automated system] will shorten headways so in order to move more people you will have more trains, closer headways, and more traffic within a zone.” October 2019 // Railway Track & Structures 11
TRANSIT CONSTRUCTION
the third rail; • Replacing nearly 10,000 ft of train control cable; • Removing and replacing 2.8 million lb of rock ballast.
So far crews have replaced over 27 miles of BART track.
All eyes on C35 At press time, BART was at work on project C35. The first of six scheduled weekend track shutdowns between the Orinda and Walnut Creek stations in Contra Costa County took place Aug. 17-18. This is part of the Antioch-to-Millbrae line, which is
BART’s busiest. Crews were at work around the clock during shutdown weekends doing the following: • Replacing 5,000 linear ft of rail; • Replacing six track switches; • Installing 320 new electrical insulators to support and keep electricity confined to
In mid-September BART had replaced three of the four mainline turnouts, and 70 percent of the infrastructure work had been done in the ground because the job called for extensive trenching. At the Lafayette Station the pocket track is being extended to roughly 850 ft to accommodate a 10-car train, which means all the infrastructure has to move with it. The pocket track runs in between BART’s two rail lines. “So we are a completely automatic system, so the amount of train track circuitry we have out there had to move with it,” said Sowko. “You will be hard-pressed to find anything other than 10-car trains in our commute times [BART was running shorter trains in its early years when demand was less]. We are lengthening that pocket track to create better operational options for us.” The C55 project was completed earlier in the year and dealt with sections between
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TRANSIT CONSTRUCTION
Pleasant Hill/Contra Costa Centre and Concord stations in Contra Costa County. Over four weekends BART replaced five switches, 1,500 ft of rail, and 4,000 ft of coverboard. The agency’s maintenance team also replaced vital electrical and train control equipment, and drainage. Project M03 was a major track rebuild that occurred over several weekends in August and September of last year near the West Oakland Station in Oakland. Crews installed welded rail and restrained rail, and direct fixation pads were repaired and replaced. New crossing panels also were put in, and coverboards and insulators were replaced. A15 was a track rebuild between the Lake Merritt and Fruitvale stations in Oakland and was complete back in 2017. After C35 work comes to an end later this year BART will have its sights set on the C25 project in Orinda. The project is expected to begin around the Memorial Day weekend. All of the planning has been ongoing. The switches are in procurement right now with the contractor.
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After C35 work comes to an end later this year, BART will have its sight set on C25.
A power move BART provided a progress report on Measure RR in late July and noted the following milestones since 2017: • Replaced 27 miles of track; • Replaced 6 miles of planned 100 miles of 34.5-kV electrical cable system;
• A $96.5 million contract was awarded to replace more than 40 aging escalators in downtown San Francisco; • Began a study of a second Transbay Rail Crossing that would aim to double BART’s Transbay capacity; • Commenced work on Systemwide Coverboard
October 2019 // Railway Track & Structures 13
TRANSIT CONSTRUCTION
Replacement and Systemwide Contact Rail Replacement programs; • Completed platform edge rehabilitation work on both platforms at MacArthur Station and the platform at Rockridge Station; • Construction underway on El Cerrito del Norte–Ohlone Greenway and intermodal improvements as well as the West Side Pedestrian Bridge at the Warm Springs/ South Fremont Station; • Received bidder proposals to upgrade the current train control system; • Committed $111.8 million in funding to small businesses since Measure RR inception; • Reprofiled 111 miles of track to reduce noise; • $87 million has been invested in RR track renewal projects through March 2019 with a total investment objective of $93.2 million by June 2020. This effort also is about renovating BART’s power infrastructure. At the end of March, there were two 34.5-kV electrical cable replacement projects in the
construction phase and three that were in the design phase. Cable replacements were completed between the Washington Street and 19th Avenue substations in Oakland and between the 24th Street and Glen Park substations in San Francisco. Construction this year has been focused on replacing the remaining 34.5-kV cable between the Balboa Park and Transbay Tube West substations in San Francisco and between the Transbay Tube East, Washington Street, and 23rd Street substations in Oakland. Construction to renew electrical systems continues in 2019 with the replacement of lighting in the San Francisco tunnel. BART also is replacing power substations. Substation work is taking place at the San Leandro Station, and two new substations will be installed in downtown San Francisco to support capacity expansion that will come with new train cars and implementation of a new train control system. These improvements will help BART reach its goal to increase peak capacity by 30 percent through the Transbay Tube. Physical strengthening is another key component of the Measure RR endeavor. In
order to prepare for a 1,000-year earthquake event, BART has installed flexible seismic joints and has made structural upgrades to the Transbay Tube. A second phase began in February 2019 and involves a retrofit that will install an inner steel lining on key sections of the 3.6-mile-long Transbay Tube. Other strengthening operations are as follows: • The Platform Edge Rehabilitation Project was completed on both platforms at MacArthur Station and Rockridge Station; • The Substation Exterior Walls Rehabilitation Project started in November 2018 and work has been completed at the Portola Drive substation in El Cerrito and at the Richmond, South Hayward, and El Cerrito del Norte passenger stations; • Renewal of sound walls construction north of Concord Station was recently completed and work on aerial structure approaches to both north and south transition structures of the Berkeley subway is expected to be complete in 2019; • Work to replace safety barriers and aerial fall protection installation on the entire system began in 2019.
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MIDWEST FLOODING
Rollin’ On
The River Railroads in Midwest battle flooding
O
n p 28 of the August issue of this magazine, I quoted Matt Weyand, sales engineer with Ballast Tools Equipment, about the devastation he witnessed while working on track repair for two Class 1 railroads after major f looding in the Midwest this spring. “Events like this are a double-edged sword,” Weyland said. “We’re pleased business is good, but feel terrible for people who have suffered devastating losses from the f looding. It’s heartbreaking.” On May 24, 2019, New York Times reporters Julie Bosman and Manny Fernandez wrote a story about the impact of the f looding on people’s everyday lives. Interviewing some residents in Alton, Ill., the Times report focused in part on the owner of a small business in the downtown area who said, “she has had enough.” The business owner also said “It’s nauseating, to be honest. When you grow up in a river town, you take the river for granted. But 16 Railway Track & Structures // October 2019
now I hate seeing it.” Another resident said “It’s a love-hate thing,” referring to the community’s feelings about the river. Residents enjoy living near the river, but when f looding starts, that enjoyment turns to dread. Weather and the railroads While this year’s f looding devastated communities, the railroad industry suffered, too. And, the railroads are no strangers to natural disasters. Massive snowfalls and ice storms can cripple a railroad for days. Even with snow-fighting equipment, it’s still difficult to get trains over the road in harsh winter conditions. In the summertime, roads often suffer from sun kinks, where the rail gets so hot that it buckles. If these kinks are not found soon after they occur, derailments are likely. High winds can blow trains off of the track, particularly double-stack intermodals. Moreover, tornadoes and hurricanes wreak havoc on the rails, as
they do with the rest of the community, and it may take weeks to get lines up and running again. The degree of f looding due to heavy rain we’ve seen this year can easily leave unseen damage behind. Even though a given rail line may look OK on the surface, the layers under the surface may not have drained completely. This leaves saturated soil, which can cause more problems when trains start running over track that hasn’t been fully evaluated, drained, and cleared for train movement. Adverse weather events create headaches not only for the railroads but also for their customers. Tight supply chains require regular and on-time deliveries. A significant disruption of rail service weakens the entire supply chain. Containers may not reach U.S. ports in time for ships headed overseas. Even though coal traffic has dropped significantly, electric utilities that still use coal-fired steam rtands.com
Photo Credit: BNSF Railway
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MIDWEST FLOODING
plants can see their stockpiles diminish. Perhaps the most nerve-wracking delays are those that involve customers requiring premium intermodal service, such as UPS. If a train loaded with UPS trailers and containers is even 20 minutes late arriving at its destination, the UPS network suffers. The massive Midwest f looding also wiped out the crops of some farmers in the region. Railroads haul heavy grain shipments ever year, but if f looding destroys crops, there isn’t as much grain to haul. At best, this creates a seasonal issue for the farmers and the railroads. At worst, there is the threat of a farmer not able to recover from such a setback. In this case, the farmland doesn’t produce anything until someone can buy it and get crops going again. Whatever one thinks about climate change, scientists say that the extreme weather events we’ve seen in recent years are exactly what they expect the effects of climate change to be. And, most agree that we can expect more of the same in coming years. 18 Railway Track & Structures // October 2019
Weather events tough on short lines The Dakota & Iowa (D&I), a 110-mile short line that runs from Dell Rapids, S.D., to Sioux City, Iowa, was hit hard this spring. The D&I consists of line owned partially by
“
PErhaps the most nerve-wracking weather delays are those that impact premium intermodal service, such as UPS trains.
it’s owner, L.G. Everist, Inc., some trackage rights over BNSF, and about 50 miles owned by South Dakota. According to retired President and General Manager Jack Parliament, the f looding began on March 15. The railroad
had some warning of the f looding, and they had experienced a major f lood in 2014. “However, the f lood itself was a relatively minor problem at this point, but the ice blockages broke up quickly because of the massive amount of water. This was totally unexpected.” The ice seriously damaged three bridges and completely destroyed one. “Once the bridge was taken out completely, the ice then took out the approach spans.” Parliament told RT&S. Parliament added that the railroad had some washouts, with the largest being about a mile long. “We had hanging track, and the water took out a culvert.” “We used rip rap and ballast to shore up the line. Our destroyed bridge lay in the water for about a month, invisible until the water receded. It was a twisted pile of steel that was not salvageable. However, after a lot of hard work, this line was back in service with a new bridge on Aug. 15,” said Parliament. In addition, one bridge had bents that needed to be replaced, and this took a couple of months to complete. Once this was complete, the line was opened to ethanol facilities and Hudson, S.D. rtands.com
Photo Credit: BNSF Railway
BNSF crews repair flood damage at a rail crossing in Plattsmouth, Neb., on March 22, 2019.
MIDWEST FLOODING
“Fortunately, because we could run trains on the southern end of the railroad, and we made special arrangements for our other customers, none of them had to shut down because of the f looding’s impact on the railroad.” When asked how he got the railroad back up and running after such a catastrophe, Parliament noted five things that were needed: “Communicate with shippers and let them know what’s going on and what to expect; we received funding from government agencies to help with the rebuild; we got the design for the destroyed bridge done very quickly, and had three sections of 70 ft built; we put in lots of long hours—not 24/7, but sunup to sundown, plus a little; BNSF provided crews for their portion of the track and the track time.” “Without the support of our shippers and business partners, we could not have achieved the relatively quick recovery,” Parliament noted. Iowa Northern The Iowa Northern is a 253-mile short line that runs from Cedar Rapids, Iowa, through Cedar Falls, and up to its Manly Terminal, just east of Mason City. 20 Railway Track & Structures // October 2019
There also is a line in the western part of the state that runs from Forest City to Belmond, and goes to Kanawha over Union Pacific trackage rights. In 2008, the railroad faced a f lood so severe that they weren’t sure the road would recover.
“
All of this just about killed the company. Freight cars were ruined and customers were mad.
Even though this occurred 11 years ago, it’s worth looking back at this f lood and how the railroad reacted. “I had never seen a f lood of this magnitude,” Dan Sabin, president of the IN, told RT&S. “During late spring, a lot of ground was still frozen. Then, during the last half of May and the entire month of June, we had heavy rain. At that time, our traffic had not been diversified beyond
grain haulage. A three-span bridge at Waterloo was lost. Then, a second bridge was lost. Union Pacific had a lot of problems, yet they were able to take detoured Iowa Northern trains, which went on for 18 months. “All of this just about killed the company. Freight cars were ruined, customers were mad, and the whole thing was a big mess.” Sabin added that it took 18 months to get both bridges replaced. “Once the water receded, we had a lot of swinging track,” he said. About 43 miles were washed out, and they hired several companies to bring in rip rap and ballast to rebuild the line. It took about three weeks to get the first revenue trains running again. Sabin added that the entire situation took a real toll on the employees. It was painful for them to see how much damage a f lood could do. They were afraid that the railroad would fail, and everyone put in an extra amount of effort in the work. Union Pacific helped a great deal, and Canadian National helped, too. They went through three months of hell. “We didn’t know what the outcome would be or what the bills would look like,” he said.
Photo Credit: Dakota & Iowa Railroad
The work begins. Floodwaters on the Dakota & Iowa have started to recede, but there is much to do to replace this bridge and connect it to the mainline.
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Adding insult to injury, Sabin said that their office in downtown Cedar Rapids was f looded, too. There was a lot of bifurcation on the road, as well. “Some areas would be washed out, while other areas of the railroad hadn’t been impacted at all,” Sabin said. He added that they were fortunate not to have any employee injuries or fatalities during the restoration process. Their good maintenance of the road paid off when the f lood hit. Sabin also pointed out that all Iowa railroads got strong support from the Governor’s office, and the state DOT was very helpful. The state DOT has been strongly focused on railroads since the 1970s, when the railroads had trouble getting Iowa’s grain shipments to market because of bankruptcies and deferred maintenance. The fortunes of the Rock Island and other granger roads plummeted during those years, and the inability of the state’s roads to move one of Iowa’s key crops caught everyone’s attention. Sabin added, though, “It was good that we didn’t know how long it was going to take to restore the railroad ahead of time, because we may have sold the company.” Sabin said the state DOT continues to provide a strong level of support today. “The state is with the railroad every step of the way. During our tough winter this past year, the DOT checked in regularly.” In 2013 and 2015, the railroad had some high water on the bridges, but the repairs from the 2008 floods helped the bridges hold. “We’re in a far better position to withstand f loods today,” Sabin added. The railroad has replaced about five major bridges since 2008, and Sabin said that if the same f lood happened today, they could come back much faster than they did in 2008. “Our bridges are built much better, business is much stronger today, so we have the funds to have things repaired quickly and properly.” As most readers know, when the Staggers Act of 1980 established economic deregulation of the railroad industry, major trunk carriers sold many of their branch lines to those who wished to operate a short line railroad. Since those seeds were planted, the short line roads have become a major force in the rail industry, and have increasingly had to deal with “big railroad” problems as they have evolved. The stories in this article are a testament to the grit, guts, and determination demonstrated by most short line owners. As Sabin pointed out during our discussion, when f loods come, “Class 1 roads can mobilize people and equipment from other parts of the railroad that weren’t impacted by the f lood, and they have the financial resources to ensure that repairs are done correctly.” For Class 1s to have these financial resources is another benefit of economic deregulation. rtands.com
Photo Credit: Dakota & Iowa Railroad
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WITH NO FAIL
Photo Credit: Shutterstock.com
Contractor finds the best ways to deal with remote jobsite in Alaska
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October 2019 // Railway Track & Structures 25
J
on Rudolph has a long relationship with the railroad, from his father serving as a personnel safety manager in the 1970s to his latest project—a loop for the White Pass Railroad in Skagway, Alaska, designed to allow more people to experience the remote beauty of the north. Rudolph serves as the vice president of operations for Cobalt Construction, the company chosen to work with the new owners of the historic railroad to expand and enhance service for the cruise ship industry. Deemed one of the most popular landbound destinations for passengers of cruise ships tying up at the port in Skagway, the railroad was originally built to transport those seeking their fortune during the Klondike Gold Rush in the late 1800s, and today still takes close to 7,000 passengers up 3,000 ft in elevation in just 20 miles each day. The breathtaking route is filled with glaciers, gorges, waterfalls, tunnels and trestles. Looping around White Pass Railroad changed hands over the summer of 2018, with new owners who have a unique understanding of the future requirements of the cruise industry, as well as a deep commitment to the historical significance of the railroad and Skagway itself. With the change came the opportunity to expand. They turned to Whitehorse, Yukon Territory-based Cobalt Construction, a large-scale earthworks company that specializes in road construction, bridges, mine development, contract mining and mine site remediation throughout the north. 26 Railway Track & Structures // October 2019
“Our expertise has always been around anything that involves moving rock and dirt,” Rudolph said. “Building roads, dams, airports, contract mining, mine reclamation work—all of this served as groundwork for spinoff work with White Pass.” White Pass invested in a new turnaround loop to increase ridership capacity from 7,000 to 10,000 people daily, putting more trains in operation and providing a speedier return to Skagway. The existing system required trains to decouple and created a bottleneck. The
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everything that has to go into that jobsite—literally everything—goes in by train: fuel, explosives, groceries, everything. new loop would fit as many as three trains and allow them to turn around and head down the mountain. The project scope included clearing the site for the installation of track to create the turnaround, as well as crushing and screening rock for railroad ballast needed for track stability. The project came with unique challenges. Its remote location had the potential to hinder the supply of materials and
manpower to get the job done before winter. Ironically, while Cobalt has built most of the major highways in northern Canada, this site was inaccessible by road. “Everything that has to go into that jobsite—literally everything—goes in by train: the fuel, the explosives for blasting rock, the groceries, everything. White Pass was supporting us 100 percent because we could not do it without them,” Rudolph said. This required any supplies and equipment to be transported in and out either by locomotive work train or small casey car with a couple of trailers behind them. Explosives needed to be brought in daily because the contractor could not store much on-site due to the proximity to the active railroad. Cobalt management needed a crusher and screener to crush and size the thousands of tons of ballast needed, and the transportation constraints required the contractor to consider not only production requirements but also the load sizes of the equipment to ensure the railroad could transport it. Management sought advice from Bison Iron, a heavy equipment dealer based on the west coast. “We could have used a larger crusher, but we couldn’t have gotten it on the train,” Rudolph noted. “When we started to talk with Bison Iron, they understood the unique challenges, but also saw the great opportunity if the right equipment for the job could be brought in.” Conversations led Bison Iron to recommend two pieces of equipment manufactured by McCloskey. The Ontario, Canada-based manufacturer is known worldwide for its rtands.com
Photo Credit: McCloskey
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well with the crusher. Both the crusher and screener were self-propelled, allowing maximum mobility around the site.
The work site was next to a lake which required environnmental protection measures to be put in place.
high production crushers and screeners. Ultimately, Bison Iron and Rudolph agreed that a J40V2 jaw crusher and an R70 screener would be the best fit for the job. After setting up camp, Cobalt got to work clearing a path for the tracks through the solid rock mountaintop. The contractor primarily used a drill-and-blast method, moving a total of about 26,000 to 27,000 cubic meters of granite by the time the project was complete. It wasn’t straightforward, however, as the work site was next to a lake which required environmental protection measures to be put in place and was constantly monitored for compliance. Crews installed floating silt curtains in the lake to catch blast debris.
28 Railway Track & Structures // October 2019
Cobalt also was responsible for supplying ballast to support the new tracks, which meant putting the new crusher and screener to work. With its trim dimensions and track mobility, the jaw crusher was moved onto the new quarry, set up and running in record time. The crusher quickly showed it could outperform much larger versions due to features like steeper angles on the jaw and a wider opening for enhanced production. Cobalt used the equipment to crush granite to 2.5-in. pieces for ballast. The material was then sent through the screener to remove fines and create the finished product. The screener was more than capable of taking on the job and paired
Then came winter Before the project shut down for the winter, the jaw crusher and screener ran 24 hours a day for 10 days to stockpile ballast for the start up in the spring. Crews finished with about 20,000 cubic yards of ballast. The site’s remote location brought additional challenges to the project. Emergency maintenance issues occasionally required a mechanic to be brought in by helicopter. In addition, because the site sat on a solid rock mountaintop beside a lake, the team could not install a septic system. Cobalt instead used a storage tank on-site, which was pumped out weekly and taken out by train to Carcross’ sewage treatment facility in the Yukon. “It’s a very unique site and project, and we have a super crew out there,” Rudolph said. “There’s no room to install a standard camp, so accommodations are comfortable but can be tight. We make do and everyone’s happy to be part of the group.” Challenges presented themselves more as winter moved closer. In mid-November the casey car, which brought explosives in to the site, could not make it due to large drifts of snow despite several attempts. The team called the work train up from Skagway, 20 miles away, to clear the snow. Normally the train would not be running at that time of year, but the commitment to getting the loop finished was strong among all project
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Before winter, the jaw crusher and screener ran 24 hours a day for 10 days.
team members. Partnerships are key to success, and Cobalt works hand-in-hand with the American work trains coming out of Skagway which work with the Canadian maintenance. The site sits right at the border, and the cooperation is visually reinforced with the two national flags only a few
feet from each other. In another instance of weather-related issues, a crew was stuck on-site for four days in December because of whiteout conditions. Cobalt finished its portion of the loop project in December 2018. White Pass wrapped up installation of the ballast and
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tracks in early 2019 before the trains started on April 27. Though the contractor is done with the White Pass loop project, Cobalt will return in spring to build more ballast for White Pass for maintenance and other projects. This will mean continued use of the crusher and screener—equipment Cobalt typically would not own—allowing them to prove their worth as White Pass has indicated it wants the contractor to work two to three more years assisting with upgrades to the entire railroad system. The White Pass multi-generation commitment is infusing the railroad with new life. Like Rudolph, Superintendent Rail Operations Mark Taylor at White Pass in Skagway has the rail line in his genes. He’s a thirdgeneration White Pass employee. His grandfather worked with Jon Rudolph’s father in the 1970s, while his grandfather was director of White Pass in the states. Rudolph’s father was personnel safety manager in Canada. Now Jon’s son, Shaun Rudolph, runs Cobalt and is a contemporary of White Pass’ owners. As the railroad continues to grow, it seems their legacy will too.
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Crossties
WAITING FOR
THE INBOUND Crosstie market could be on upswing following break in weather, but other factors come into play
30 Railway Track & Structures // October 2019
2018 was an above average year for railroads, with revenue ton-miles up by 3 percent. RTA notes that a portion of the increase was due to companies front-loading inventories ahead of the tariff showdown. Retail sales, however, have slumped. Month-to-month retail sales growth in 2018 (0.1 percent) was softer than 2017 (0.5 percent). December 2018 was particularly bad. Retail was up 0.7 percent in January 2019, but was down again, 0.2 percent, in February. These results have led to a rise in the inventory-to-sales ratio for merchant
wholesalers (1.34), businesses (1.39) and retailers (1.47) in January 2019. RTA says all three measures are getting close to their peak in 2016, which was the highest since the recession. The end of inventory buildup is expected to slow Class 1 business, but the economy remains relatively strong. It is predicted to grow by 2.2 percent, which is good news. The RTA’s predicted number for new wood crosstie growth is higher than actual purchases in 2018. If everything remains flat, RTA sees total purchases in new wood crossties to go up 0.30 percent to 22,759 in rtands.com
Photo Credit: L.B. Foster
T
he railway tie market is dependent on a number of different factors, and it does not help when unexpected guests drop in. During 2019 those surprise visitors were the tariff war between the U.S. and China and the Midwest flooding in early spring. Due to late data, the Railway Tie Association (RTA) has been unable to pinpoint a more accurate forecast for the remainder of 2019, but flat growth in Class 1 freight railroad is hampering positive results. According to the market outlook in Crossties, which is the official publication of RTA,
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32 Railway Track & Structures // October 2019
air-dried inventory our work will be cut out for us not only continuing to ramp up white tie supply, but also managing inventories and treating plant production to reach equilibrium.”
“
With weather giving producers a break we are beginning to see increases in white tie supply inbound to our treatment plants.
However, if tariffs continue to be an issue the economy could slip and demand could be facing the worst-case scenario. Data shows in July tie production expanded at an annual rate of 12.1 percent and purchases fell at an annual rate of 6.4 percent. Inventory’s 12-month moving
average dropped by 20.6 percent from 2018 levels, while inventory-to-sales 12MMA went from 0.75 percent to 0.66 percent. Koppers Koppers’ new initiative, the Crosstie Lifecycle Management program, provides railroads with an environmentally responsible, single-source solution to optimize their crosstie ROI throughout every phase of the crossties’ lifecycle. From raw material quality control through energy recycling of scrap crossties, Koppers maximizes performance with effective cost control and risk management. It begins with total quality control through raw timber management and manufacturing of preservatives. The dual pressure treatment process using Borate and Creosote guarantees accurate, measurable, and repeatable preservative retention levels to meet customer expectations and maximize crosstie service life in all decay zones. At the end of service life, scrap crosstie enter the final phase—recycling/fuel processing. Timely collection and transport of scrap ties to Koppers’ facility reduces the liability, safety, and rtands.com
Photo Credit: LT Resources, Inc.
2019, and is projecting a 1 percent growth in 2020 of 22,991. In a best-case scenario, new wood crossties total purchases will bump up 1.3 percent at 22,983 in 2019 and 2.4 percent in 2020 at 23,532. Worst-case scenario shows total purchases being down 3.7 percent (21,857) in 2019 and .4 percent (21,770) in 2020. “Our economic forecasting model suggests that 2020 will be very much a mirror image to 2019 for investments in crossties,” Jim Gauntt, executive director for the Railroad Tie Association, told RT&S. “That does not mean it will not be a big year for crossite producers.” The spring flooding in the Midwest and a pent-up unfilled demand in the U.S. economy might have new wood crossties looking at the more positive scenario in 2019. At least two major railroads reported damage to infrastructure early in 2019 and that may have created a higher demand for ties. “With weather giving producers a break we are finally beginning to see increases in white tie supply inbound to our treating plants,” said Gauntt. “Since we are so far behind the supply curve for building
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A couple of new factors—the tariff war between the U.S. and China and spring flooding in the Midwest—are effecting the crosstie market.
environmental risks of stockpiling. Energy recycling provides effective cost control since it typically costs less than landfill disposal of scrap ties. This program reduces regulatory hassles by supplying proper documentation to ensure compliance with environmental regulations. The Crosstie Lifecycle Management program allows railroads to get the most out of their crossties while in service and beyond. Koppers also manufactures two types of insulated tie plates—polyurethane and steel. Both are designed to prevent tie cutting and provide proper cant and support for rail joints. The choice is 34 Railway Track & Structures // October 2019
dependent upon the type of rail joint in use. Iron Horse Engineering In 1995 Iron Horse Engineering began testing materials and developing the manufacturing techniques for composite ties, including dissident drying and vented extrusion to ensure moisture is completely absent from the manufacturing process of quality composite ties. Iron Horse Engineering has established formulas, production technologies and quality control standards in its composite tie facility to ensure consistency and quality towards meeting AREMA Chapter
L.B. Foster Company L.B. Foster is committed to develop new product offerings, implement programs to enhance product quality and performance and pursue new market opportunities for their CXT concrete ties. According to Vince Petersen, engineering manager, CXT Inc./L.B. Foster, “Our engineering and R&D efforts focus on solving problems with specific solutions by taking a very customer-centric approach. Our engineering team has ongoing programs to research improvements in concrete mix design to optimize product properties, advance sustainability and by offering materials and designs. We continue to partner with the University of Illinois at Urbana-Champaign (UIUC) on FTA-funded research projects. As an example, we recently produced instrumented test ties for UIUC that were installed on light-rail transit operator St. Louis Metrolink. The focus of this research is to increase the industry’s understanding of concrete tie track loading demands to potentially optimize tie strength to the specific application. “On the market side, transit agency demand on the West Coast remains solid. With the Sound Transit Eastlink project connecting Seattle to Bellevue and in preparation for the 2028 Summer Olympics rtands.com
Photo Credit: LT Resources, Inc.
30. Iron Horse is continually perfecting formulas and testing new data to achieve the performance, strength and durability needed in the industry. Iron Horse has developed flame-retardant formulas, used in coke oven rail applications, high impact-resistant crossties and steel reinforced crossties. The composite ties are used in the construction of light-rail systems, embedded track systems and in heavy and industrial rail applications. Composite ties are produced from 100 percent recycled post-consumer/industrial plastics, resistant to salt, chemicals and natural decomposition. They are strong, durable, and meet the construction standards of modern railroads. Over the years, Iron Horse has supplied composite ties to the Chicago Transit Authority and many others including: RTA New Orleans; SEPTA; New Jersey Transit; Sound Transit, Seattle; Metro, Houston; Tri-Met, Portland, Ore.; Memphis, Tenn.; as well as internationally in Columbia, South America, and Mexico City, Mexico.
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NEVADARAIL.COM 36 Railway Track & Structures // October 2019
in Los Angeles, we are seeing an increase in demand for transit rail infrastructure using concrete ties. Strong demand also continues for gantry crane runway ties nationwide.” The company’s recent acquisition of Carr Concrete, located in Waverly, W.Va., has enabled L.B. Foster to expand its production footprint in the Eastern U.S. and add other concrete product offerings for the rail industry. For example, their LVT block is currently in production for Amtrak. Internally, L.B. Foster has completed its migration from ISO 9001:2008 to the more rigorous and newest standard ISO 9001:2015 to drive quality enhancements and improvements. NARSTCO NARSTCO, a manufacturer of steel ties and turnout sets, is working with RailWorks and Savage Gulf Rail, LLC, on a rail storage and handling yard at a plastics manufacturing facility in San Patricio County, Texas, one of the largest steel tie and turnout projects in this region in recent years. NARSTCO is providing more than 65 steel turnouts and 68,000 steel ties on this project. RailWorks Track Systems is constructing more than 134,000 track feet at the 76-acre site. “NARSTCO Steel Ties and Turnouts are continuing to be specified and used in these types of facilities for numerous reasons, including speed of construction, ballast savings, product availability, short lead times, and life-cycle savings,” said Matt Violin, NARSTCO Senior Director of Sales and Marketing.
LT Resources, Inc. American TieTek’s Engineered Composite cross ties, switch ties, bridge ties and custom products are available exclusively through LT Resources, Inc. TieTek ties are manufactured to meet AREMA standards using premium recycled materials to provide solid performance and extended service life in severe environments. TieTek ties are resistant to insects, fungi, moisture, harsh environmental conditions and rail-seat abrasion. TieTek ties minimize the need for replacement, downtime and disposal, provide a long, useful life and have a positive impact on the environment. Cost-effective TieTek ties supplied by LT Resources are 100 percent recyclable at the end of their useful life, which is an estimated 50 years. The TieTek tie is the only AREMA Standard engineered polymer composite tie to perform without failure between 2000 and 2015 at TTCI’s FAST high-tonnage loop track, accumulating over 2 billion gross tons. TieTek ties installed four years ago for testing at FAST continue to perform well. The TieTek tie is considered a proven product in actual revenue service in all types of applications including high decay areas of the southeastern U.S. and other severe environments such as tunnels, bridges, bridge approaches and grade crossings. American TieTek’s advanced manufacturing technology and patented formulation, combined with raw material quality assurance and X-ray technology, insure excellent long-term performance and the best value for LT Resources’ Class 1, short line, transit, port and industrial rtands.com
Photo Credit: Koppers
Koppers manufactures two types of insulated tie plates—polyurethane and steel. Both are designed to prevent tie cutting and provide proper cant and support for rail joints.
HIGHLIGHTS SEPTEMBER 22-25, 2019 MINNEAPOLIS, MN
Ed Sparks officially takes role as AREMA President for 2019-2020
Committees meet to examine projects, strategies and new developments for the rail industry
The Conference Operating Committee takes a break from their hard work
Tony Hatch compels the audience with an Industry Update at the Closing General Session
The AREMA Young Professionals worked in teams to package over 1,000 care kits for the people in need in Minneapolis
The BNSF Northtown Rail Yard is officially open for attendees to see the on and off-track exhibits
Vernice “FlyGirl� Armour inspires the audience to get gutsy with a motivational speech at the Railway Interchange Main Stage
Crowds gather for a discussion of products in the Exhibit Hall
Committee Chair Cassandra M. Gouger is recognized for her service
Students gather after the Opening General Session
MEETING THE HIGH STANDARDS THE INDUSTRY DEMANDS Encore’s Ride on Tie Plugger provides added safety to railroad personnel working on bridges.
• Cross Ties, Bridge Ties & Crossing Ties • Switch Ties Up to 30’ in Length • Estimated Life Span of 50 Years • Resistant to Harsh Environments • Will Not Rot or Deteriorate • Resistant to Rail-Seat Abrasion • Install with Existing Equipment in New Construction • Intersperse with Wood Ties during Normal Track Maintenance • 100% Recyclable & Non-Toxic • Eliminates Replacement Costs, Disposal Costs and Downtime • Bottom Line Cost Savings
Class 1’s • Shortlines • Transits Intermodal • Industry Track • Ports Mining Operations • Switching Facilities
RELIABLE, RECYCLABLE & COST-EFFECTIVE For more information, contact: LT Resources, Inc. www.ltresources.com 800-440-1517 ∙ 281-444-3494 sales@ltresources.com
customers in both maintenance and new construction projects. WVCO Railroad Solutions Utilizing SpikeFast in wood and composite crossties enables maintenance crews to re-gauge less often due to its spike holding forces as compared to other plugging materials. SpikeFast cures fast and is quick to install, allowing the MOW crews to spend more time on other operations and achieve more distance per day. WVCO Railroad Solutions R&D team has improved its tie-plugging compound with improved flow rates under extremely cold temperatures. SpikeFast has 3 to 4 times increased flow rate under both ambient and sub-zero temperatures, with the same gauge-holding strength. Improved flow rates translates into greater utilization of material and shorter time for the crews in handling the material. WVCO Railroad Solutions CTR-100 concrete tie compound for repairing worn railseat or deteriorated concrete crossties offers a considerable savings to railroads by extending the life of a sound concrete tie. Also, the CTR-100 resin is designed to utilize the same WVCO dispensing equipment used for wood crossties by simply replacing the tote container. Integrating
38 Railway Track & Structures // October 2019 LTResources_March2019.indd 1
2/22/19 9:24 AM
WVCO’s crosstie repair products on the same chassis for both wood and concrete reduces the number of pieces of equipment on track which translates into time and money savings in MOW operations. Encore The primary function of Encore’s Ride on Tie Plugger is to plug holes in the tie with the company’s formulated compound after the spikes are pulled during a rail renewal program. The machine provides added safety to railroad personnel working on bridges as there are no need for safety harnesses, etc. The machines are used year-round and are in regular use in North America by several Class 1 railroads, short lines, contractors, mines and transits. Encore provides it customers the following: • Service—Full-time staff of internal and field service representatives; • Product—The EnduraPlug tie plugging compound; • Parts/Aftermarket Support; • New/Rebuild Machine Sales and Rentals; • Rebuild—Shop, staff and engineering support dedicated to the repair and upgrade of machines; • Training—Instruction in the field or the classroom to educate operators/mechanics on the handling of equipment. rtands.com
Photo Credit: Encore
OVER 2 BILLION GROSS TONS AT TTCI, MORE THAN ANY OTHER AREMA STANDARD POLYMER COMPOSITE TIE
HIGHLIGHTS SEPTEMBER 22-25, 2019 MINNEAPOLIS, MN
AREMA Past Presidents at the Annual Committee Chairs Luncheon
Annual Committee Chairs Luncheon Keynote Speaker John C. Hellmann
League of Railway Women hosts a reception to help connect and cultivate women’s interest in the industry
2019 Dr. W.W. Hay Award Winner, KiwiRail, for their “Rising to Meet the Challenge - Main North Line Earthquake Recovery” project
The latest technology is demonstrated at the Outdoor Exhibits
Congratulations to the Student Collegiate Quiz Bowl Champions, Virginia Tech
Railway Interchange is kicked off with an Oktoberfest themed reception
Students ask questions during the Meet The Next Generation Panel about how to build their careers in the rail industry
The Maintenance-of-Way Technical Session captivates the audience
Young Professionals Experience winners meet with the AREMA Executive team
DITCHING & DRAINING
A place for water
to go
C
M
Y
CM
MY
CY
CMY
Spring flooding has ditching and drainage market on the upswing
40 Railway Track & Structures // October 2019
By Bill Wilson, Editor-in-Chief
Loram’s Badger Ditcher is a self-propelled system that is capable of moving 800 tons of material every hour. It goes where and when it is needed under its own power regardless of wet or dry weather conditions. The ditching wheel cuts a swath that can be varied from 30-54 in. wide at a depth as low as 6 ft below the top of the rail. The Badger’s articulated workhead means the shape of the ditch can be contoured to suit drainage requirements. The ditch can be placed anywhere between 6-22 ft from the track center on either side. The machine has a swing conveyor that can dump excavated material at distances of up to 35 ft on either side of the track center, and the material can be discharged into an air dump car that can be emptied with the Badger’s own air supply. “Business in our ballast and grade f leet has been positive this year,” said Fanucci. “Railroads continue to use GPR and other tools to collect data on their track formation and are making informed
decisions on where to invest in ballast and grade maintenance. Ballast Tools Equipment (BTE) The BTE-325 is a combination of size, power, lift capacity, and maneuverability for a hi-rail excavator. The machine can be deployed quickly and can move off the track to allow train traffic to pass. The BTE fourwheel-drive Hi-Rail system provides power for on-rail ditching and towing. The unit consists of a 164-hp Caterpillar excavator and the maximum reach is 33 ft. The BTE-325 also comes with a 360° rotation and tilt attachment coupler. A reduced radius tail swing will not foul adjacent tracks. Top speed is 22 mph. The BTE-313 is a nimble machine that is ideal for challenging railroad spot maintenance conditions. This unit consists of a 100-hp Caterpillar excavator that has a maximum reach of 30 ft and also comes with the 360° rotation and tilt attachment coupler. Crawler track mobility provides rtands.com
Photo Credit: Loram Maintenance of Way, Inc.
F
or ditching and drainage, the goal is to always keep a pathway clear. Railroad companies, however, do not want to keep the track clear for very long. Due in part to the flooding events earlier this spring, the ditching and drainage market is on the upswing, but the work windows are at the point where now just a crack is left open. “Inadequate drainage leads to reduced track stiffness, increased track displacement, and higher costs to operate and maintain track,” Franco Fanucci, product manager for Loram Maintenance of Way, Inc., told RT&S. “Clearing pathways for water to drain past the toe of the shoulder keeps track operating as originally designed and in optimal condition. “The push from our customers is to continue to be effective in shorter work windows and to increase our operating speeds to keep unit costs for ditch maintenance as low as possible.”
K
DITCHING & DRAINING
Midwest flooding in the spring has given the ditching/drainage market a boost.
power and stability, and the Hi-Rail excavator can travel up to 22 mph. “The industry as a whole has faced some significant challenges with the record flooding we had throughout the Midwest this year,” Matt Weyand, BTE sales engineer, told RT&S. “With our customers needing
numerous machines and attachments to repair flood-damaged track, we have seen an increase in our business.” Georgetown Rail Equipment Company Georgetown Rail Equipment Company (GREX) offers equipment used extensively
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Gain a deeper understanding of the evolution of track technology. This book presents the knowledge needed for rational design and maintenance of passenger, freight, and transit track. Fundamentals of Railway Track Engineering $135.00
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Track health starts with a clean ditch.
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Protect the stability of ballast and subgrade by drawing water out and away from your track. Ditch cleaning and drainage restoration pay for themselves, increasing cycle time between surfacing and lining programs, preventing premature tie deterioration, and eliminating recurring maintenance problems. Self-transportable with 1,000 tons-per-hour productivity, the Loram Badger Ditcher handles vital ditching projects in the smallest track windows. Your railway can profit from a solid foundation of proper maintenance with Loram, the global leader in maintenance of way services and equipment. Loram.com
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Professional Development
Message From The President
AREMA of fers seminar and we b i n a r p ro g ra m s th a t w i l l extend our ability to serve the educational needs of the railway engineering community with PDH accredited courses: Bulk Terming Facility Webinar Date: Nov. 13 PDH: 1 hour Details: This course will educate the attendee on best practices in planning for and designing a bulk terminal facility. Topics covered will include: What is a bulk terminal facility? What are typical loading and unloading systems for bulk commodities (in cludin g coal, aggre gates, oil, gas, sand fly ash, grains, p l a s ti c s, c h e m i c a l s, m eta l s, timber, fer tilizers and more)? What is precision scheduled railroading? How to design for unit train vs. manifest operations with spurs, loop tracks, and interchange yards. Bridge Inspection & Streambed Scour Seminar Date: Nov. 11-14 Location: Spring, Texas PDH: 21.75 hours Details: This seminar is designed to give the railway professional an understanding of what is involved in inspecting bridges, culverts and tunnels to ensure they are safe for the passage of trains. This seminar will give you a basis for knowing when to ask an expert about a potential concern. The instructors teach the participant how to recognize early signs of issues that, if not addressed, can develop into serious problems.
Edward D. Sparks, II, P.E. AREMA President
T
2019-2020
he AREMA 2109 Annual Conference in conjunction with Railway Interchange in Minneapolis provided an excellent opportunity to see the latest our industry has to offer, a forum to learn new ideas, tools, and methods as well as a venue to expand your professional and personal networks. For all those who were able to participate this year, I hope you experienced great value for your conference dollar, made the most of the event and had a great time doing so. I certainly did. An event of this magnitude simply could not occur without our sponsors. As they have for many years now, our sponsors stepped up in many ways to help make this event happen. There were 16 Railway Interchange sponsors and 66 AREMA Annual Conference sponsors. Of particular note, Plasser American sponsored the hotel keys.
REMSA sponsored the Presidents Dinner. And our six Tuesday technical sessions were sponsored by The Okonite Company, voestalpine Railway Systems Nortrak, RCE Equipment Solutions, WSP, TranSystems and Shell Lubricants. Heartfelt thanks to these and all of our sponsors. Whether at the conference, within the pages of this magazine, or through your participation with AREMA committees, you encounter innovation. Innovation is critical to the advancement of our industry and society. That said, where do innovative ideas come from? This likely has as many answers as AREMA has members! However, quite often, I’ve found that some of the best ideas come from the men and women doing the work. Case in point is the humble hook-twin tie plate. Those of you who have toiled in track maintenance positions, especially in yards, are likely quite familiar with this specialty tie plate. For those who have not, it is a 1-in.-thick, 4-in.-wide steel plate ranging in length from 23 to 35 in., with a hook protruding from the top surface to restrain the rail base. There are a handful of varieties and they are used in opposing pairs on each switch tie under a selfguarded frog or behind-the-heel block of a graduated riser switch point, hence the term “twin.” This track plate work has been in use for at least several decades and likely more than a century without much change. However, its design was the cause of frustration for some who used it. Approximately 15 years ago, a CSX welder, the late Jon Smith, approached me at Roadmaster
The bridge inspection portion of the seminar is based on the new AREMA Bridge Inspection Handbook. Standard drawing of a hook twin tie plate after 2005. 44 Railway Track & Structures // October 2019
rtands.com
Dan Coffin’s headquarters in the small railroad town of Walkerton, Ind., on the former Baltimore & Ohio mainline to Chicago. He stated that there were times when tie condition necessitated utilizing both holes at the end of the plate. When they needed to remove one or both spikes, the holes were too close together to use the standard claw bar or spike lifter. So that led to using chisel ends of tools and other less than ideal methods. Well, many people can and do state problems, but those who also propose a solution are much more likely to see that problem actually addressed. Jon and his Maintenanceof-Way (MOW) colleagues sketched out a solution on the back of their dispatcher bulletin. They said to just add a little length and two spike holes to both ends of each plate. Doing so will allow staggered spiking and safe spike removal with standard tools. That made a lot of sense. But just because something makes sense does not mean it will become a reality. There were different factors to consider. Plate cost is a function of the weight of steel. More steel will result in more cost. More steel also will result in more weight. These plates are often lifted and placed manually, and the ergonomic implications
“
are always a factor. Remember, improved safety was the motivation of this proposed change to begin with. Lastly, one has to get around the inertia supporting the “that’s the way we’ve always done it” point of view. I’m happy to say that the CSX standards and MOW leadership weighed the factors and chose to embrace this idea. The standard drawing changed in 2005 and a material that was assumed to be just fine for decades was improved. In hindsight, that change looks astoundingly simple. Many faced the same frustrations, no doubt. Jon stepped forward with a solution and was persistent. He believed in the idea and pressed for its adoption. I’m blessed to have colleagues willing to take the chance to improve, and we did. The railroad industry is filled with innovative thinkers and doers. What is often lacking is the means to give that idea the attention it needs for development and adoption. AREMA ideally suits this role. Whether through committee work, seminars, webinars or the annual conference, your participation in AREMA will give your ideas and those of your colleagues a venue for consideration. Remember, the AREMA 2020 Annual Conference and Expo is just 11 short months away in Dallas, Texas. Don’t miss that opportunity to innovate.
jon and his MOW colleagues sketched out a solution on the back for their dispatcher bulletin.
FYI 2020 Call For Papers: Papers are now being accepted for the AREMA 2020 Annual Conference & Expo to be held in Dallas, Texas, Sept. 13-16. The deadline is Dec. 13, 2019. Please visit www.arema. org for more information and to submit a paper online. The AREMA Scholarship Program is now accepting applications for the 2020-2021 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. 6, 2019. O rder th e 2019 Man ual for Railway Engineering now. With more than 50 new or revised Parts, it’s the perfect time to get the 2019 Manual. Order online now at www.arema.org or contact mbruins@ arema.org for more details. Leverage the power of your trusted association’s Railway Careers Network to tap into a talent pool of job candidates with the training and education needed for long-term success. Visit www.arema. org/careers to post your job today. Use code RAILCAREER to receive a discount. Demonstrate that you are a professional by joining AREMA membership today. A R EM A m e m b e r s a re d e d i c a te d to improving their practical knowledge and are interested in exchanging information with your peers in order to advance the railroad engineering industry.
Not an AREMA Member? Join today at www.arema.org
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Standard drawing of a hook twin tie plate prior to 2005. rtands.com
October 2019 // Railway Track & Structures 45
Getting to know Committee 8’s Bret Farmer
Bret Farmer, P.E. National Freight Rail Director Hardesty & Hanover
A
REMA: Why did you decide to choose a career in railway engineering? FARMER: I originally chose engineering because my father, Frank Farmer, was the City Engineer for the city of Iowa City, Iowa, and then later the City Engineer and Public Works Director for the city of Fort Dodge, Iowa. At a young age, I remember going to school with him in the evenings while he was attending the University of Iowa. While he studied, I would make airplanes out of the computer punch cards to entertain myself. I also remember going out with him on the weekends to “help” set up and collect data from traffic counters. My interest in railway engineering came while I was attending Iowa State University. Although I emphasized structural engineering in school, my senior transportation project included planning and layout of a railroad spur track, which I found very interesting.
AREMA: How did you get started? FARMER: After finishing graduate school at Iowa State University, I accepted a job in Chicago. A big change from Ames, Iowa, but there I was given the opportunity to provide design, inspection, and construction observation services on a variety of rail, highway, and pedestrian bridge projects as well as some industrial rail projects. After two years in the big city, I moved to the Twin Cities (closer to home) and continued to advance my rail experience with grade separations, public projects, maintenance and fueling facilities, and intermodal projects. Those experiences have helped prepare me for my current position as the National Freight Rail Director at Hardesty & Hanover. 46 Railway Track & Structures // October 2019
AREMA: How did you get involved in AREMA and your committee? FARMER: I have been an AREMA member since 1998 and have served on Committee 8 — Concrete Structures and Foundations as secretary or as an officer for the majority of my AREMA membership. With encouragement from then supervisor Mr. Roger Cole (Committee 15) and Fatherin-Law/ISU Professor Dr. F. Wayne Klaiber (Committee 8), I applied and shortly thereafter found myself serving as the Committee 8 Secretary. I still wonder to this day if they were just looking for new blood to “volunteer” to be secretary. AREMA: Outside of your job and the hard work you put into AREMA, what are your hobbies? FARMER: I enjoy mountain biking, fishing, boating, snow skiing and working around the yard, and morning walks with my wife and dog, but look forward to vacations and weekends on the lake, and spending time with my family and friends. AREMA: Tell us about your family! FARMER: My wife, Kim, and I just celebrated our 28th wedding anniversary. Although we both attended Iowa State University, we met one summer while working at the San Juan Guest Ranch near Ouray, Colo. The owner of the ranch said he liked to hire hardworking Midwest students from Iowa State. Since I grew up around horses, and Kim is an excellent cook, we were both hired and worked for the summer and over winter break. My son, Matthew (19), just finished his freshman year as a health science major at Saint Louis University, under the pre-physician’s assistant track. His summer included summer school, getting certified as a Nursing Assistant, hanging with friends, and getting a summer job. My Daughter, Grace (16), is now a junior in high school and has recently found expanded freedom through the acquisition of her driver’s license. Grace is active in track and cross-country running and has taken to photography and filming. She has built a good resume shooting senior portraits and posting videos on her YouTube channel. AREMA: If you could share one interesting fact about yourself with the readers of RT&S, what would it be? FARMER: More of a story than a fact, but
while working at the guest ranch in Colorado, I was assigned irrigation duties since the owner recognized that I was a civil engineering student. Our guest ranch shared the water rights with an adjacent ranch that raised Angora goats, and we could take control of the water every other three days. Well, due to travel we missed our scheduled three-day watering window, but the guest ranch owner told me to take the water anyway. As soon as I took control of the water, I saw the owner of the neighboring goat ranch barreling down on me across the pasture with a shovel in hand looking more like a weapon than a tool. Fortunately, I was able to diffuse the situation but learned a valuable lesson on a water right owner’s legal right to water delivery, and the importance of those water rights to their livelihood. AREMA: What is your biggest achievement? FARMER: I can’t think of any achievements that were solely mine as there was always a helping hand or two behind me. I’m proud of my family, but of course that wasn’t all me. I said I was never going back to school after my undergraduate studies but ended up getting master’s degrees in both engineering and business administration, which I wouldn’t have done without encouragement and support from my wife. As those who work in the rail industry can attest to, achievements in the rail industry can require a lot of travel, and having a supportive family is essential. So, it seems, my biggest achievement might have been convincing my wife to marry me. AREMA: What advice would you give to someone who is trying to pursue a career in the railway industry? FARMER: While in school, I didn’t consciously take steps to pursue a career in the railway industry. If I knew then, what I know now, I probably would have tried to take advantage of the AREMA network, called AREA back then. I believe there are now 27 AREMA Student Chapters, and student members can participate in the annual conferences, the webinars and seminars, and the mentoring programs. As a frequent attendee and booth sponsor at the AREMA annual conferences, I am always on the lookout for good students with rail knowledge seeking an internship or fulltime employment. rtands.com
The Core of a Smart City: Wisconsin High Speed Transportation Group 2019 Michael Schlicting, AREMA Student Chapter President, University of Wisconsin-Madison—Badger Rail Society
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rom New York City to London to Disneyland’s Mainstreet; the passenger railway station was the heart of the 19th-century American city. After all, these cities were built around the high-speed rail station of their time. It’s where the highest rent offices were located, and all city trams would head. By implementing a predictable railroad time schedule, city and private services could be planned efficiently. With the automobile, the ebb and flow became decentralized. However, in Europe and Asia, the railway station has remained the smart city center. The result is if America truly wants to build a smart city ... then the smart railroad station is where to begin. With the well-published building of the Foxconn factory in Wisconsin, a competition was set up whereby students at universities throughout Wisconsin could compete in designing a new smart city in Mount Pleasant, Wis. Based on the group’s experience with Japan Central Railways, the Wisconsin AREMA Student Chapter decided to submit a proposal on high-speed transportation’s role in developing the smart city of the future. In December 2018, the team was notified that they had won the first round and would be continuing onto the second round. In early March, the team was notified again that they had been chosen as a winner and would proceed to the final round of the competition in May of this year. While most smart-cities planning focuses on autonomous automobiles and data networks, high-speed transportation planning is just as, if not more, important. The reason is because high-speed transportation (such as rail, maglev, or Hyperloops) can create new downtown areas centered around the station. From there, the rest of the city systems can be built including smart communication, smart utilities, and transitoriented development. One of the ideas the Badger Rail Society has been debating is called the WiHST Hyperloop. This would not be the Hyperloop as promoted by Elon Musk, but rather this train would be a modified Super Conducting Maglev (also known as a Chuo Shinkansen) rtands.com
built by Japan Central Railroad that operates at speeds up to 300 mph. The WiHST Hyperloop would replace the Amtrak Hiawatha by operating under or over the Canadian Pacific tracks between Milwaukee and Chicago (both O’Hare and downtown). The Sturtevant Station would be moved a mile closer to the Foxconn property and renamed Wisconn Valley Station. This route would then form the backbone of the Midwest’s premier highspeed transportation route of Minneapolis to Chicago in less than 90 minutes, with Wisconn Station being less than 20 minutes from Chicago O’Hare. Wisconsin-Foxconn (Wisconn) Station would be a sustainable, smart-designed transport hub whereby the rest of the smart city could be oriented. This hub would be more akin to a small airline terminal. Most passengers would be dropped off/picked up in special designated lanes for either autonomous vehicles or traditional manual vehicles. Additionally, bike paths and walking paths would lead to the transportation hub. Wisconn Valley Station will use recycled shipping containers for its structure. These containers not only provide a solid foundation (since each container can handle a 60,000-lb load), but allow for 97 percent of the building to be made of recycled material and create a less expensive structure when compared with traditional concrete or steel. The semi-translucent canopy and windows will light most of the building, while the car parking also will double as a solar farm.
These solar cells will not only protect vehicles from rain but provide power to the buildings. Finally, beneath the tracks and station will be a geothermal heating system used for cooling. With the transportation station as the core, the rest of the city could be developed as a transit-oriented development community. Large green boulevards spread out from the station, with road-serving autonomous cars running through the center. Close to the station are hotels and parking structures. A block away are office and multifamily units with retail stores on the lowest level. The result is a dense and highly walkable community. There are many avenues to pay for both the development of the high-speed transportation system and Wisconn Valley Station. These include: • Federal and state grants; • Interest activity/bonds; • Investment by foreign high-speed railroads; • Tax incremental financing. The most exciting form of funding is the use of leases. Once the transportation station is established, the land around the Wisconn Valley Station would increase significantly in value. This land can then be leased to private developers at significant rent multiples. Combined with Tax Incremental Funding, it is possible that the station could be built without direct state or federal tax subsidies.
The Wisconn Station would be a sustainable, smart-designed transport hub whereby the rest of the smart city could be oriented. October 2019 // Railway Track & Structures 47
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RT&S_09_2019.indd 1
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Products & Services
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Ad Index
COMPANY
PHONE #
FAX #
E-MAIL ADDRESS
AREMA Marketing Department Diversified Metal Fabricators, Inc.
301-459-3200
301-459-8077
marketing@arema.org
37,38
404-875-1512
404-875-4835
sales@dmfatlanta.com
9
Encore
303-956-3796
708-672-0119
gs@encorers.com
C2
Hayward Baker, Inc.
314-802-2920
800-309-3299
jrhill@HaywardBaker.com
19
Herzog Railroad Services, Inc.
816-385-8233
608-221-0618
jhansen@hrsi.com
41
Hougen Manufacturing, Inc.
866-245-3745
888-293-6779
info@trak-star.com
18
Koppers
412-227-2739
412-227-2841
grosstj@koppers.com
31
L.B. Foster Co
412-928-3506
412-928-3512
glippard@lbfosterco.com
14
Landoll Corporation
800-428-5655
406-449-3465
jim.ladner@landoll.com
17
Loram Maintenance of Way, Inc
763-478-6014
763-478-2221
sales@loram.com
2,43
LT Resources
281-444-3494
281-444-3495
linda@ltresources.com
38
NRM
816-708-9088
tfrancis@nevadarail.com
36
Next Gen Freight Rail.
212-620-7205
212-633-1165
conferences@sbpub.com
12
Omaha Track
402-505-9315
815-344-5086
steve@omahatrack.com
28
Pandrol USA, L.P.
800-221-CLIP
Plasser American Corp
757-543-3526
757-494-7186
plasseramerican@plausa.com
C4
Progress Rail, A Caterpillar Company
256-505-6402
262-637-9069
info@progressrail.com
27
RCE Equipment Solutions Inc.
866-472-4510
402-346-1783
dennishanke@rcequip.com
22
Railway Education Bureau, The
402-346-4300
757-494-7193
bbrundige@sb-reb-com
29,42
Stella-Jones Corp
800-272-8437
412-894-2846
kdulski@stella-jones.com
35
gord.weatherly@voestalpine.com
7
541-484-9621
541-484-1987
alisha.barrowcliff@wilvaco.com
33
13
voestalpine Nortrak, Inc. Willamette Valley Company
PAGE #
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 Louise Cooper International Area Sales Manager The Priory, Syresham Gardens Haywards Heath, RH16 3LB United Kingdom +44-1444-416368 Fax: +44-(0)-1444-458185 lc@railjournal.co.uk Scandinavia, Spain, Southern Germany, Austria, Korea, China, India, Australia, New Zealand, South Africa, Russia, Eastern Europe Baltic States, Recruitment Advertising Michael Boyle International Area Sales Manager Nils Michael Boyle Dorfstrasse 70, 6393 St. Ulrich, Austria. +011436767089872 mboyle@railjournal.com
Reader Referral Service This section has been created solely for the convenience of our readers to facilitate immediate contact with the RAILWAY TRACK & STRUCTURES advertisers in this issue.
Italy, Italian-speaking Switzerland Dr. Fabio Potesta Media Point & Communications SRL Corte Lambruschini Corso Buenos Aires 8 V Piano, Genoa, Italy 16129 +39-10-570-4948 Fax: +39-10-553-0088 info@mediapointsrl.it Japan Katsuhiro Ishii Ace Media Service, Inc. 12-6 4-Chome, Nishiiko, Adachi-Ku Tokyo 121-0824 Japan +81-3-5691-3335 Fax: +81-3-5691-3336 amkatsu@dream.com CLASSIFIED, PROFESSIONAL & EMPLOYMENT Jennifer Izzo 800 Connecticut Avenue Norwalk, CT 06854 (203) 604-1744 Fax: (203) 857-0296 jizzo@mediapeople.com
The Advertisers Index is an editorial feature maintained for the convenience of readers. It is not part of the advertiser contract and RTS assumes no responsibility for the correctness.
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October 2019 // Railway Track & Structures 51
Last Stop
Let’s Celebrate An Historic Achievement
M David C. Lester
“
How long will it take to start the debate over having just one or no person in the cab of the locomotive?
52 Railway Track & Structures // October 2019
y colleague and friend Bill Vantuono, Editor-in-Chief of our sister magazine, Railway Age, wrote an exciting story that is published on both the RT&S and Railway Age website news feeds. Bill’s story also is the cover of the September Railway Age print magazine. The story reports on the latest iteration of New York Air Brake’s LEADER (Locomotive Engineer Assist/ Display and Event Recorder) software. This software was demonstrated on the TTCI test track in Pueblo, Colo., on Aug. 27, 2019. As Bill says, LEADER performed “automatic operation of throttle, dynamic brake, independent brake, and air brakes, control[ed] the train for 48 miles over a variety of terrain, start[ed] and stop[ped] on uphill and downhill grades and on level right-of-way. Positive train control (PTC) also governed the train’s movement.” While autonomous trains operate in other parts of the world, mostly in remote locations and equipped with electronically controlled pneumatic brakes, the operation of this NYAB train represents a milestone in the evolution of rail technology. As NYAB said, this zero-to-zero demonstration at TTCI “showed that the LEADER on-board digital platform can operate trains with pneumatically controlled air brakes, predominant in North America.” Even though there is mixed opinion about the ramifications of this technology, we should stop and celebrate this historic achievement. Several years ago, I had the opportunity to ride aboard a LEADER-equipped locomotive when the software was still just supporting fuel management, and recommending brake and throttle settings to the engineer. During the run, we encountered grades, both uphill or downhill, had the train draped over a hill, with the front half going downhill and the rear half coming uphill, and moved in and out of several sharp curves. Watching the system react to and make recommendations for all of these changes was fascinating. I can only imagine what it was like to be aboard the train at TTCI, watching LEADER actually make the changes and control the operation of the train.
David C. Lester
As I reported in my September RT&S cover story, the advance of technology has significantly reduced rail employment over the industry’s long history. At the moment, we’re debating about whether we should have one or two-person(s) in the cab of locomotives pulling heavy freight trains. How long will it take to start the debate over having just one or no person in the cab? Will we consider having 10,000-ft freight trains operate over U.S. rails by computer systems? As mind-boggling as that is, it may well come to pass. Grappling with these possibilities is tough for railroaders. Many workers have been displaced as the U.S. has moved from an industrial economy to a service economy over the past 40 years. It’s difficult. It’s painful. It’s depressing. Yet, it’s unavoidable. Halting the march of technology in the railroad industry and our world would be like trying to prevent the sun from rising each morning. Moreover, we don’t want to be foolish and stop the progress of technology. Our society would be much worse off. It’s likely going to take several years for the dust to settle around the question of how many crew members should be in the cab of a locomotive. Successful railroading has always depended on facts, precision, and knowledge. In some cases, the best decision is made based on what your gut feeling is about a situation. Regardless, I believe that the decision to only have one person in the cab will eventually occur. Displaced workers will have to decide how to deal with this. As I see it, the best remedy is retraining those who lose their jobs as technology developments continue. Perhaps another job on the railroad, or one in a related industry would be available. Or, it may be that moving to an industry unrelated to railroading is best, as many of the skills learned on the railroad are transferable to other lines of work. Of course, all of this is easy to say, yet hard to do, particularly later in life. At the end of the day, though, it’s up to each man and woman who is laid off to make his or her best decision on how to move forward. Meanwhile, we must pause and celebrate what happened at TTCI in late August. rtands.com
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