ENGINEER OF THE YEAR
HUMILITY,
GRACE AND GRIT NORFOLK SOUTHERN’S ED BOYLE COMBINES THE BEST OF CHARACTERISTICS TO LEAD ENGINEERING TEAM
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CONTENTS
September 2020
FEATURES
8
Running with the bull Norfolk Southern’s Ed Boyle leads with his eyes forward and a hefty charge
19
2020 Product Innovation Showcase In the absence of trade shows and events, Railway Track & Structures magazine offers vendors and suppliers the opportunity to showcase their products
8 DEPARTMENTS
4
36
40
TTCI Potential frost-heave detection and remediation methods AREMA Message from the new president, Where are they now, and more
36
Maintaining railroad safety Many products that keep railroad workers safe are behind the scenes
COLUMNS
3
The best is not happening
On the Cover 2020 Engineer of the Year Ed Boyle. For story, see p 8. Photo courtesy of Norfolk Southern.
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The best is not happening VOL. 115, NO. 6 NO. 9 PrintVOL. ISSN116, # 0033-9016, Print ISSN ## 0033-9016, Digital ISSN 2160-2514 Digital ISSN # 2160-2514 EDITORIAL OFFICES EDITORIAL OFFICE 20 South Clark Street, Suite 1910 3680 Heathmoor Drive Chicago, Ill. 60603 Elgin, (312) IL 60124 Telephone 683-0130 Telephone 336-1148 Fax (312)(630) 683-0131 Website www.rtands.com BILL WILSON Editor-in-Chief wwilson@sbpub.com DAVID LESTER KYRAC. SENESE Managing Editor dlester@sbpub.com ksenese@sbpub.com CORPORATE OFFICES BOB TUZIK 88 Pine Street, 23rd Floor, Consulting Editor New York, NY 10005 btuzik@sbpub.com Telephone (212) 620-7200 CORPORATE OFFICES Fax (212) 633-1165 55 Broad St 26th Fl. ARTHUR J. MCGINNIS, New York, N.Y. 10004JR. President and Telephone (212)Chairman 620-7200 Fax (212) 633-1165 JONATHAN CHALON ARTHUR Publisher J. MCGINNIS, JR. President and Chairman MARY CONYERS Production CHALON Director JONATHAN Publisher NICOLE D’ANTONA Art Director MARY CONYERS Production Director HILLARY COLEMAN GraphicD’ANTONA Designer NICOLE Art Director MAUREEN COONEY Circulation Director ALEZA LEINWAND Graphic Designer MICHELLE ZOLKOS Conference Director MAUREEN COONEY Circulation Director CUSTOMER SERVICE: 800-895-4389 Reprints: PARS International MICHELLE ZOLKOS Corp. 253 West 35th Street 7th Floor Conference Director New York, NY 10001 CUSTOMER SERVICE: 800-895-4389 212-221-9595; fax 212-221-9195 Reprints: PARS International Corp. curt.ciesinski@parsintl.com 253 West 35th Street 7th Floor New York, NY 10001 212-221-9595; fax 212-221-9195 curt.ciesinski@parsintl.com
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est regards. What does that really mean? Seriously, what does it really mean? The definition of regards at the end of a letter, or in this case email, is best wishes. So is it best, best wishes? To me, it sounds stiff and sterile ... something that comes from the mouth of a man who owns a top hat and furry mustache. It’s straight from the 1920s. I never want to own up to that salutation (now I’m thinking about prehistoric terms), and have directed those who have put the ending on my letters or emails to remove them at once or face dire consequences! Maybe 1920 language is not so bad after all. Seriously, I’m sorry you have to see those two words at the top of this column. One of my Facebook friends made a post of what terms in emails really mean. One of them was “best regards,” and I will not put the true meaning in print but it did refer to a rather rude dismissal. I guess I am not the only one upset over this. It had me thinking about other common phrases, like “pardon our dust.” What does this really mean? To me, here’s the street definition: This section is closed, so you are screwed. Maybe it will be open the next time you come, or maybe it won’t. Since 2016, a bridge, and since we are being formal and all we will call it by its formal name, Road 27, has been standing half constructed over an existing BNSF line and the future site of a high-speed rail line owned by the California HighSpeed Rail Authority. It has stayed in the half-constructed phase since November 2019 after 23 high-strength steel strands snapped. Work has continued in other areas on the site, but the bridge remains closed to traffic and construction is way behind schedule. For the last four years it has been a “pardon our dust” site for commuters, and there does not seem to be any signs of the dust finally settling. Apparently moisture got inside the bridge, which led to the corrosion of the steel and the worst possible scenario. Of
course, we do not know how the steel strands were stored on-site before they were put in place. We also do not know how quality control and quality assurance has been executed and handled. There are several consultants on this job, which means more strands of red tape before something gets approved. I called on William Ibbs, a civil engineering professor at the University of California at Berkley, to offer up some general advice about what is supposed to happen at a typical bridge site. By now there should be a podcast of that interview, and there should be a story in a future issue. I also offered the California HighSpeed Rail Authority an interview to help explain what the agency has been up against. They submitted a response, but declined the Q&A (best regards!). In their written statement, they talked about the complexity of the construction, which consists of four spliced precast and prestressed concrete girders, and how disappointing it was when the strands snapped. The California High-Speed Rail Authority said the accident is not common on a bridge project, but not unheard of, either. The agency also addressed how safety is of the utmost importance and that the contractor will be making the repairs at its expense. “The Authority is committed to ensuring the Road 27 structure is built safely,” the statement read. I appreciate all of that, and I am sure the structure will be strong for many years to come. However, they should be farther along with the schedule, the existing one and the revised one. I wish the California High-Speed Rail Authority all the best. Hey, now that is how you should end an email. All the best.
BILL WILSON Editor-in-Chief
Railway Track & Structures (Print ISSN 0033-9016, Digital ISSN 2160-2514), (USPS 860-560), (Canada Post Cust. #7204564; Agreement #40612608; IMEX P.O. Box 25542, London, ON N6C 6B2, Canada) is published monthly by Simmons-Boardman Publ. Corp, 88 Pine Street, 23rd Floor, New York, NY 10005. Printed in the U.S.A. Periodicals postage paid at New York, NY, and additional mailing offices. Pricing: Qualified individual and railroad employees may request a free subscription. Non-qualified subscriptions printed and/or digital version: 1 year Railroad Employees (US/ Canada/Mexico) $16.00; all others $46.00; foreign $80.00; foreign, air mail $180.00. 2 years Railroad Employees US/Canada/Mexico $30.00; all others $85.00; foreign $140.00; foreign, air mail $340.00. Single Copies are $10.00 ea. Subscriptions must be paid for in U.S. funds only. COPYRIGHT © Simmons-Boardman Publishing Corporation 2020. All rights reserved. Contents may not be reproduced without permission. For reprint information contact: PARS International Corp., 102 W 38th St., 6th Floor, New York, N.Y. 10018 Phone (212) 221-9595 Fax (212) 221-9195. For subscriptions and address changes, Please call (US Only) 1-800-553-8878 (CANADA/INTL) 1-319-364-6167, Fax 1-319-364-4278, e-mail rtands@stamats.com or write to: Railway Track & Structures, Simmons-Boardman Publ. Corp, PO Box 1407, Cedar Rapids, IA. 52406-1407. POSTMASTER: Send address changes to Railway Track & Structures, PO Box 1407, Cedar Rapids, IA. 52406-1407.
September 2020 // Railway Track & Structures 3
TTCI R&D
Potential Frost Heave Detection and Remediation Methods Gathering data, methods and potential solutions for frost heave Stephen Wilk, Ph.D., Senior Engineer II Benjamin Bakkum, P.E., Senior Engineer II Transportation Technology Center, Inc.
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n a multiyear study, Transportation Technology Center, Inc. (TTCI) has been working to improve frost-heave detection on track and improved remediation methods. The first phase of the project reviewed highway experiences in order to determine what methods, if any, can be adopted by the railroad industry. This review includes gathering data regarding conditions that can produce frost heave, methods that can be used for detection, and potential remedial solutions. Frost heave is a common track substructure problem in both Canada and the northern regions of the U.S. It involves the vertical heaving and deformation of track, which can lead to track geometry issues and, when severe, can pose a safety risk. Due to the progressive nature of frost heaving, the frozen condition of the track, and the difficulty of lowering track once it has already heaved, it is difficult to maintain the track once frost heave sets in. Currently, detection is performed using visual inspection, ride quality metrics, or geometry car measurements. For mitigation, the primary method is the use of salts, which lower the freezing temperature of the water in the soil. This method is not only limited in effectiveness, but also it can present some possible environmental issues as well as contribute to accelerated track component deterioration. Frost-heave mechanisms Essentially, frost heave is caused by the freezing of excess moisture in the subgrade soil. As the moisture freezes, it coalesces into ice lenses. The ice lenses cause the soil and track above them to heave, thus creating frost heave. A typical frost-heave situation involves a standing water table where excess water
4 Railway Track & Structures // September 2020
flows upward due to capillary rise. The amount of capillary rise and the ability of the water to flow upward depend on the soil type. As the freezing front moves downward, the water at the freezing front freezes and accumulates into an ice lens. Figure 1 shows an ice lens in the middle of a core sample.1 As the freezing front continues downward, multiple ice lens layers can form, producing significant surface heave.1 A literature review has found that three factors are required for frost heave to occur:1-3 • Frost-susceptible soils; • Sub-freezing temperatures in the soil; and • A source of water. Frost heave cannot occur without all three of these factors occurring simultaneously, so
mitigation and remediation require only the elimination of a single factor. The first factor, frost-susceptible soils, generally refers to the presence of silty material in the soil. Silts are defined as soils that have grain sizes ranging from 0.06 to 0.002 mm. Silts are more susceptible to frost heave than sands and clays because silts have a balance between susceptibility for capillarity rise and permeability. This balance means the silts are able to create enough capillary rise and also have a high enough permeability for the moisture to migrate upward toward the downward freezing front. Sands have high permeability but low susceptibility to capillary rise, so while water can freely flow through sand there is normally not enough capillary rise for the moisture to migrate upwards. Clays have high capillary rise but
Figure 1. Frost-heave core section.
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TTCI R&D
low permeability, so while the clays will attract moisture upwards, the moisture will not be able to travel through the clay to get to the freezing front. While silts are generally the most susceptible to frost heave, fine sands, lean clays, or a well-graded soil also can be at risk. Figure 2 shows the level of frost susceptibility for various soils. The second factor, sub-freezing soil temperature, is self explanatory because freezing conditions are required to freeze the moisture within the subgrade soil. Typically, the freezing front moves downward, which produces the layering of ice lenses. A secondary problem is the downward thawing front in spring that can trap surface moisture between the surface and remaining ice lenses. This will soften the upper track layers and can lead to increased track geometry degradation.2 The third factor, a source of water, is required because moisture is needed in order to create an ice lens. Capillary action in soil is not strong enough to pull moisture naturally present in the soil; thus excess water, typically a standing water table, is required for ice lens formation. The highway literature suggests that a water table up to 10 ft from the surface can produce significant frost heave; whereas minor frost heaving can occur from water tables up to 20 ft in depth.2
samples from below the track. This will give the most reliable information but will be the most expensive and time consuming. The second factor, sub-freezing soil temperatures, can be determined from highway experience. Temperature probes also can be used if an exact temperature is required. The third factor, the presence of water, also is difficult to assess and may fluctuate during the year. Potential methods of determining water presence include: • Visual inspection: Standing water can be identified if nearby ditches or regions are filled with water; • Soil exploration: The most reliable but most expensive method of determining moisture is through a soil exploration survey; and • Ground Penetrating Radar (GPR): GPR has the ability to detect moisture in the track and underlying subgrade so the contrast in GPR results before freezing, during freezing, and thawing can aid in identifying wet regions.
Remediation As stated, to prevent frost heave, only one of the three factors discussed needs to be eliminated. Some of the remedial methods used by the highway industry include:3 • Cut and replace: A common highway technique for removing the frost-susceptible soils and replacing with non-frost-susceptible soils. This is a large operation and would require complete track shutdown during the process; • Cementation: Methods such as injections of lime and other similar products are used to reduce the frost susceptibility of existing soils. These injections could be performed in a manner similar to grout injection; • Salts: Another common method currently used by multiple railroads. This technique will lower the freezing temperature of the water in the soil. However, the salts must be applied to the track prior to freezing, and their use brings up potential environmental questions; • Insulation: A method used by some
Detection While frost heave and its successful remediation requires the elimination of only one factor, ideally a systemwide frost-heave detection system should attempt to identify locations where all three factors are present. Available methods of detection are discussed below. Identification of the first factor, frostsusceptible soils, is possible using the following techniques: • Soil maps and/or highway data: Soil maps from the U.S. Geological Survey (USGS) or Canadian equivalent are widely available for areas throughout the U.S. and Canada. In addition, many highways are constructed near railway lines and publicly available soil data is often available from the highway construction. This data, however, does not necessarily give an accurate picture of what is directly below the railroad track; and • Soil exploration: The most reliable method of determining the soil type underneath the track would be a soil exploration survey that takes physical
Figure 2. Frost-susceptible soils based on capillarity and permeability.4
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TTCI R&D
highways is the insulation of the frostsusceptible soil with urethane foam or mats in order to protect the soil from the downward moving freezing front.1 This insulating layer can be installed by modifying existing polyurethane injection techniques; and • Drainage: If standing water is observed near the surface, ditching presents a potential option for excess water removal. Wicking fabric also could be installed, but this would require track excavation.5 If frost heave has already occurred, there are few remaining options for remediation, and these options usually involve negative repercussions. Shimming, for example, is a method that raises the surrounding track to the elevation of the area affected by frost heave. The shims also must be removed in spring during the thawing, which creates additional work for the maintenance-of-way crews and can deteriorate wooden ties. Potential detection methods The literature review suggests that a
6 Railway Track & Structures // September 2020
systemwide frost-heave prediction tool that directly identifies the three mentioned factors is likely not feasible currently due to the difficulty of differentiating soil types and identifying water tables using currently available track-based, non-invasive methods. However, a potential alternative systemwide method would implement running multiple track geometry measurements throughout the winter months and combining that data with GPR to identify already occurring frost-heave regions. The gathered data could then be supplemented with experience from local track supervisors. After categorizing the frost-heave locations by risk level, remediation could be prioritized for the following year. A scan of current and potential methods for developing new track-based inspection technologies that could better identify track at risk for frost heave also could be useful. Once a location is identified as needing remedial action, multiple remediation methods could be used, but the decision will need to be based on the site-specific conditions that would dictate the effectiveness of the remediation method. More in-depth site investigations may be useful for optimizing the remediation
design. As it is more desirable to perform remediation without shutting down the track, it may be possible to improve injection methods to further expand the viability of injection-based remedial solutions. References 1. Edgar, T. 2014. Instrumentation and Analysis of Frost Heave Mitigation on WY-70, Encampment, Wyo. FHWA-WY-14/01 2. Li, D., J. Hyslip, T. Sussmann, and S. Chrismer. 2016. Railway Geotechnics. CRC Press. Boca Raton, Fla. 3. Federal Highway Administration. Geotechnical Aspects of Pavements. FHWA NHI-05-037. May 2006. 4. American Concrete Pavement Association, 2007. Subgrades and Subbases for Concrete Pavements. https://s3.amazonaws.com/ zanran_storage/www.pavementse.com/ ContentPages/42893525.pdf 5. Zhang, X, W. Presler, L. Li, D. Jones, and B. Odgers. 2017. Use of Wicking Fabric to Help Prevent Frost Boils in Alaskan Pavements. Journal of Materials in Civil Engineering. Vol 26(4) pp. 728-740.
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2020 RT&S ENGINEER OF THE YEAR BALLAST MAINTENANCE
2020 RT&S ENGINEER OF THE YEAR
RUNNING WITH THE BULL Ed Boyle leads with his eyes forward and a hefty charge By Bill Wilson, Editor-in-Chief
8 Railway Track & Structures // September 2020
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2020 RT&S ENGINEER OF THE YEAR
E
Norfolk Southern V.P. of Engineering Ed Boyle.
d Boyle is a calculated bull in a china shop ... with riders on his back. Norfolk Southern’s vice president of engineering sees a target and he charges full speed. He is only going to hit what he needs to, and shatters the goals that come with it. Those who work with him trust him, and Boyle is humble enough to know he needs those who take direction to be there for him during the ride. Bulls do not care about what is behind them, only what is in front of them. Boyle, however, is a rare breed. When he was named the first Engineer of the Year for Railway Track & Structures magazine he did what he always does as a professional: When the opportunity is there, appreciate the moment and strike hard. Boyle admitted he has not looked back at his career much. Reflecting is hard to do when you are never standing still. As always, he made the best of it. “[This interview] gave me an opportunity to think back and reflect some, and that does not happen very often,” Boyle told RT&S. “We are focused on executing today, whether it is what we planned to do, or the latest disaster we need to fight through.” Boyle was just removing the tape from his fighting hands when we talked in early August. Tropical Storm Isaias had just left its calling card across the eastern U.S., and Boyle was in the thick of it working with his people to make sure Norfolk Southern’s service was not disrupted for very long, if at all. “That hurricane got through the Carolinas and Virginia and did most of its damage in eastern Pennsylvania, and our folks did a phenomenal job responding quickly to get our railroad opened back up.” Taking sole credit for a job well done is never top of mind for Boyle ... doing what’s best for his people and his company is always his first thought. “We think about projects and work for tomorrow, next week, next month, next year, and one thing I definitely found out in my new role now [as vice president of engineering] is I have to be thinking about where does Norfolk Southern’s engineering
“
department need to be in five, 10, 20 years down the road. We don’t spend a lot of time looking in the rearview mirror.” One still needs to take a look at Boyle’s childhood past, if only for a minute. Engineering feats have surrounded him since he could first make out what he was seeing. He grew up in Pittsburgh, a city that serves as a cake topper on the product of man-made marvels. With three rivers surrounding the dwelling, bridges are prominent, and not one of them the same. From a very early age, Boyle knew he wanted to build things, and fiercely compete on the court, field or playground. “My big interest always has been and always will be sports,” said the diehard Steelers, Pirates and Penguins fan. “Growing up you played every sport possible, whether it was organized or out in the neighborhood.” Ever yone knows the one thing you need to do to succeed in sports is look ahead, see your target, and attack it ... like a bull. Boyle has been doing it since a very young age. His father grew up in a steel mill town in Clairton, Pa., and knew he was not one for the industry, so he joined the Army, went to night school at the University of Pittsburgh, and later started a career with IBM. That kind of dedication was a role model for Boyle, and one thing his dad would always say that stuck is, “if it was easy, anyone could do it.” His passion for engineering started to take shape in high school. He knew he was not one to be sitting in an office. A standardized test confirmed it. “I remember taking one of those tests and it came back with the results and it said engineering might be a good fit. So I did a little research. I knew I wanted to be outside and civil engineering seemed to be the right path. “I really thought I would be building bridges or skyscrapers on the construction side, but with civil engineering you know you can get dirty, you have big equipment and you can see what you did. You can
Photo Credit: Norfolk Southern
IT WAS WORKING AROUND THE CLOCK FOR WEEKS IN HEAT I HAD NEVER EXPERIENCED BEFORE. I THOUGHT THIS WAS NORMAL ... BUT THIS WAS AN HISTORIC EVENT.
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2020 RT&S ENGINEER OF THE YEAR
always see what was accomplished.” Fittingly, Boyle did not have the opportunity to look back at his high school days. He simply couldn’t, because the day after he graduated he headed to Penn State University so he could be on campus when the engineering program got started. “Going to Penn State was a fantastic experience. There were a couple of things that really stuck. The first thing is when you are a freshman at a big university and people ask you what your major is and you tell them civil engineering, the first thing they say is, ‘Oh, you are pre-business.’ That is pretty motivating because you just want to prove them wrong.” The second experience that Boyle will always remember is when he took a seat on the first day of his freshman calculus class. It was in a large forum, and there were about 300 students. The professor came out and the first thing out of his mouth was, “Look to your right, look to your left. Only one of you are going to be here in the end.” “The class started, quizzes came, tests came and you were looking around and
kids were dropping like flies. By god, he was right.” Now and forever Boyle knew he was in the right place, and made it through the engineering program at Penn State. He had three job offers before he donned the cap and gown. Two were from “well-respected bridge and construction companies” and one was from Norfolk Southern. The Class 1 was on campus recruiting second semester, and liked what it saw in Boyle, who admitted life on the railroad was not even on his radar. “This was well before Norfolk Southern had a presence in Pennsylvania,” he said. “It sounded like a great opportunity so I decided to give it a shot and figured if it didn’t work out I always had the construction side to fall back on.” Remember, charging bulls never look back, and so it was only natural for Boyle to take the job running and keep moving forward. He accepted a job as a management trainee in Roanoke, Va., for Norfolk Southern in March 1994, and over the next 25 years he would be promoted 11 times up
to his current position of vice president of engineering. Don McKibben was the division engineer for Norfolk Southern’s Virginia division, and his first impression hit Boyle like that freshman calculus professor at Penn State University. “Day one he says, ‘You are going to know in six months if this is right for you. You are going to find out quickly if railroading is not what you want to do, or it is going to get into your blood and you are going to do it forever.’” The choice was forever. “It’s been a wild ride and I could not even imagine doing something else.” As a management trainee Boyle would go out and soak in his exposure to track men, machine operators, foreman, and front line supervisors. If they were wearing Norfolk Southern colors, Boyle tapped them for all kinds of knowledge. The first look at a disaster hit in July 1994, when historic flooding slammed southern Georgia and the railroad was wiped out. “It was working around the clock for weeks in heat I had never experienced
The Railway Engineering-Maintenance Suppliers Association, Inc. (REMSA) would like to congratulate Edward F. Boyle, Jr. of Norfolk Southern Corporation on his achievements and receiving the “Engineer of the Year Award!”
“Ed Boyle is truly deserving of this prestigious award. He is a true gentleman in our industry. It is a real honor to call him, customer, industry colleague and most of all friend.” - Alan D. Reynolds, REMSA President President, Geismar North America www.remsa.org
REMSA_Aug20.indd 1
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2020 RT&S ENGINEER OF THE YEAR
before. I thought this was normal, but little did I know this was an historic event.” Boyle’s appreciation for the railroad and knowledge of it grew rapidly that first year, and 13 months after he landed his first position with Norfolk Southern he was notified of a promotion. He was now a track supervisor in Mt. Vernon, Ill. Boyle showed up on a Monday and had flashbacks. The entire territory was underwater. The region was hit with tornadoes and heavy rain. Washouts and downed trees were everywhere. This was Norfolk Southern normal for Boyle. In December 1995, Boyle was moved over to serve as the track supervisor in Lynchburg, Va. This was not a quick stop. For almost five years Boyle worked the entire territory in Lynchburg, timbering and surfacing 200 miles, laying 24.5 miles of dual rail, upgrading a yard with continuous welded rail and taking on several more projects. It was Boyle’s first taste of being in charge, and it also served as a milestone in his personal life. Boyle would meet his wife, Britta, and the two married in 1998. She has been by his side providing support through it all.
Life was good for Boyle. He was hitting a groove both professionally and personally. In March 2000, he was promoted to assistant division engineer in Roanoke, Va., and he and his wife were there just long enough
“
WE THINK ABOUT PROJECTS AND WORK FOR TOMORROW. WE DON’T SPEND A LOT OF TIME LOOKING IN THE REARVIEW MIRROR.
for both of their children to be born 19 months apart. He reunited with McKibben, who was still the division engineer, and also had the opportunity to work with Tim Drake, who was chief engineer for Norfolk
Southern’s eastern region. Boyle was learning from the best. “Don was an exceptional planner. He knew that division inside and out and he knew where we needed to be focused. With Tim Drake, you learned there were seven days in a work week, there were 1,440 minutes in a day and we were going to find a way to use every one of them to make this railroad better.” Bigger and better In just about seven years Boyle was already one of Norfolk Southern’s rising stars, and work just got bigger and more complex. Boyle became the assistant division engineer in Chicago in February 2003. The grounds were massive, the trains were abundant, and the energy was high. Boyle was the first representative from Norfolk Southern to go to the Windy City following the Conrail acquisition. Derailments happened almost every day, and the Chicago line “was a muddy mess.” Railroad tie, rail, and turnout conditions were poor, and the challenge was to get the system up to Norfolk Southern standards.
CONGRATULATES
ED BOYLE RAILWAY, TRACK AND STRUCTURES
ENGINEER OF THE YEAR
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CONGRATULATIONS
Mr. Ed Boyle Vice President of Engineering, Norfolk Southern
2 02 0 EN GINEER OF THE YEA R
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The busiest hump yard in the Norfolk Southern network was in Elkhart, Ind., and when Boyle arrived on the scene it was all still jointed rail. Norfolk Southern began a multiyear project to get rail laid and the yard upgraded. The Chicago CREATE project also was getting off the ground. Boyle called his experience from 2003 to 2005 in Chicago as “the wild west of Norfolk Southern.” In April 2005, the challenge would take a serious turn upward. Boyle was now the division engineer on the Pocahontas Division in West Virginia, where the conditions were at their toughest. Norfolk Southern was pulling out a lot of coal from the Appalachian Mountain region, which was full of steep grades and extreme curves. Boyle called it a true brute force mountain railroad. He had the opportunity to work with Jim Carter, who was then chief engineer of bridges and structures at Norfolk Southern, and the task at hand was how to handle the tunnels and bridges across “The Pocy” main run to double stacks. The Heartland Corridor project is where Boyle helped open up the double stack route across southwest Virginia and all the way through West Virginia.
Norfolk Southern continued to be impressed with Boyle’s progression, and in 2007 it was time to be the chief engineer of line maintenance for the Class 1’s western region, which included the Alabama,
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YOU HAVE 270 FT OF BRIDGE AT THE BOTTOM OF THE RIVER AND YOU ARE LOOKING AT A HOLE AND THE WATER IS OVERLAPPING WHERE THE BRIDGE SHOULD BE.
Central, Lakes and Illinois divisions. Boyle would work out of Atlanta, where you can find him today with his wife and two children when they are home from college.
Making the right calls became an everyday task for Boyle, who quickly realized just how big Norfolk Southern Railway was and how important it was to have consistent standards to get consistent results across the network. The jobs and projects continued to roll through, whether they were planned or unplanned. Boyle was already familiar with it all, but not on such a grand scale. “When you have four big divisions spread out there is always something taking place.” Boyle’s quest of inspecting every piece of track he was in charge of continued, and the western region contained a small yard in Des Moines, Iowa, that he had yet to conquer. It was far off the Norfolk Southern network, but Boyle reached it in 2009, and while there he was informed of a new position he would hold—the assistant general manager of the eastern region in transportation. It was the beginning of a string of unknowns that only strengthened Boyle’s hold regarding Norfolk Southern operations. The guy in charge As assistant GM, Boyle worked under the general manager, who was Greg Comstock.
NRC WOULD LIKE TO
CONGRATULATE RT&S Engineer of The Year Winner:
Ed Boyle, Jr. of Norfolk Southern Corporation
RAILWAY CONTRACTORS AND SUPPLIERS Building a Safer and Stronger Railway Construction Industry Together The National Railroad Construction and Maintenance Association – the “NRC” – is a U.S. trade association that advances the mutual interests of railway contractors and suppliers who construct, maintain and supply railroads and rail-transit lines. Our more than 2,500 NRC members and over 300 member companies work in all 50 states and perform more than $10 billion of work annually to keep the U.S. economy moving ahead. We are united in our mission to build a safer and stronger railway construction and maintenance industry together.
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2020 RT&S ENGINEER OF THE YEAR
Boyle has held 11 positions at Norfolk Southern since 1994.
ENGINEER OF THE YEAR CONGRATS TO
ED BOYLE A railroader who exemplifies a standard of excellence for NS, leading us into the next generation of railroading. To learn more visit NorfolkSouthern.com © 2020 Norfolk Southern Corp., Three Commercial Place, Norfolk, VA 23510
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September 2020 // Railway Track & Structures 15
2020 RT&S ENGINEER OF THE YEAR
Norfolk Southern launched autonomous track inspection in 2020.
Up to this point Boyle called himself a “track guy,” but this position showed him how Norfolk Southern is a transportation company. “It gave me an understanding of why we do what we do and what really goes on behind the scenes to make it happen that you don’t see as an engineering guy.” Now a track guy and a transportation guy, Boyle got the call to be the chief engineer of the eastern region in 2011 before he stepped into unchartered territory once again. In February 2013, Boyle was named Norfolk Southern’s assistant vice president of communications and signals. What Boyle loves about being a civil engineer is you get to see what you are doing. Electrical engineers do not have that luxury. Norfolk Southern was getting Positive Train Control (PTC) off the ground in 2013, and the communications and signals team was on the front end with all of the design and building for a technology that did not even fully exist yet. People needed to be hired, contractors needed to get on board, and everyone needed to be trained and in place to work seven days a week to construct the wayside
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2020 RT&S ENGINEER OF THE YEAR
PTC infrastructure. “It was all hands on deck to get this build complete. We also worked with multiple signal design contractors along with our in-house forces to get these plans completed.” A couple years later, Boyle was named assistant vice president of MW&S in October 2015 and was put in charge of Norfolk Southern’s system-wide track, bridge, program maintenance and maintenance equipment operations. “We challenged the way we always did things and we became focused on how we improve processes and procedures to drive out costs without sacrificing safety and without sacrificing our operation,” Boyle remarked. On May 1, 2019, Boyle was named vice president of engineering, and the native Pennsylvanian’s goal is to honor the legacy of the department and those who contributed to it while also moving Norfolk Southern to the next level of excellence. Two for the books In just 15 months Boyle has already commanded two monumental moments for Norfolk Southern. The first came late in 2019
when the Grand River Bridge lost its fight against floodwaters in Brunswick, Mo. The Class 1 company lost 270 ft of bridge, and in just 27 days had the track line back up and running trains. “I can assure you everyone involved in that project will never forget the Grand River bridge restoration. That was one for the books. “You have 270 ft of bridge at the bottom of the river and you are looking at a hole and the water is overlapping where the bridge should be.” The second submission to the Norfolk Southern history book was the launching of autonomous track inspection technology mounted on a locomotive in early 2020. Everything was designed and built in-house, and with the pilot program going well there are plans to expand the technology. However, ask Boyle about the one project he is most proud of, and he points to the entire engineering department. “There has been a tremendous amount of time spent by many people recruiting, hiring and promoting from within our workforce to get the right people on our team, and even more time has been spent by
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our leaders teaching, coaching and developing our people to become the top performers they are today.” The last year has been extremely challenging for everyone in the railroad industry. The COVID-19 pandemic shredded the regular procedures that have been followed for decades. The task to adjust has taken time and energy to implement, but under Boyle’s leadership, Norfolk Southern’s engineering department always has something left in the tank. An engineering technology and training team, called ET3, was created and is thriving during the pandemic. The goal is for Norfolk Southern’s engineering department to be the most technically advanced and best-trained engineering Class 1 team. “We have come a long way and we are just getting started,” said Boyle. The next five to 10 years could be the most challenging for the railroad industry, and for Norfolk Southern as a company. “Our key is we don’t stand still and make sure we are looking ahead and stay in front of it, not behind it.” Just like a calculated bull on the hunt.
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PRODUCTS & SERVICES
RAILWAY TRACK AND STRUCTURES
2020
PRODUCT & INNOVATION SHOWCASE
The COVID-19 pandemic has turned the world upside down, and while the fight has been historic, the railroad industry has been forced to miss out on some things. For the railroad market, the void has come in the areas of trade shows and events. Nobody can replace the networking power of these functions, but Railway Track & Structures magazine decided to give manufacturers and suppliers their time in the spotlight for 2020. Advertisers in this issue are listed first.
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PRODUCTS & SERVICES
DIVERSIFIED METAL FABRICATORS Existing solutions for the mechanical locking systems used to restrain rail gear equipment routinely frustrate both users and fleet managers. Frustrated by corroded parts or cumbersome operation, operators would often simply bypass these critical safety systems, creating unsafe conditions. Ongoing maintenance and replacement costs of existing damage-prone solutions are irritating to cost-conscious fleet managers. While some customers mandated a simple positive mechanical lock in their specifications, others expressed interest in more complex solutions that required little operator intervention. With the launch of the new RW-1630B rail gear line, Diversified Metal Fabricators is pleased to offer customers an upgraded and expanded range of innovate locking restraint systems. The modular, bolt-on nature of all options (automatic mechanical lock, compact air pinoff, heavy-duty cable pinoff, and manual detent pinoff) allows for easy conversion between them to meet job-specific requirements, and simplifies service.
FOCUSED TECHNOLOGY SOLUTIONS Focused Technology Solutions’ duo of maintenance-of-way products, the SpikeEase spike puller and DrillEase tie drill, are taking the rail industry by storm. Both products are battery-operated and work with standard off-the-shelf impact drivers. Weighing under 30 lb each and eliminating setup time from the job, the rail yards who switch to these tools see a massive increase in production, especially for work on bridges and in tunnels from their hydraulic and gas counterparts. As Class 1s, such as Canadian Pacific, begin to publicly recognize the importance of energy efficiency and reducing their impact on the environment, the SpikeEase and DrillEase products are a great complement for this initiative. By switching to a battery-operated format and ditching hydraulics and gas, Class 1 rail yards are seeing massive savings—upwards of $5 million a year—by going green and adding these tools to the fold.
HIAB USA Hiab USA introduces Hiab HiConnect. All new U.S.-connected equipment will come with a two-year HiConnect Premium subscription. With HiConnect Premium, users receive real-time data about their Hiab equipment’s operation and condition. The practical and simple web portal provides an unprecedented level of control of business operations. The power to improve performance and safety, as well as avoid unnecessary downtime, is now available at our customer’s fingertips. Businesses can stay one step ahead with Hiab HiConnect by viewing how, when, and where their equipment is used. With no additional apps or software needed, users can just simply register, log in, and get free access to many great features, including a live map of their HiConnect fleet, upcoming maintenance dates, operation time, used capacity, and more. This tool keeps businesses one step ahead with the next-generation intelligence of today, which is aimed to further increase efficiency, productivity, and safety of their Hiab fleet. 20 Railway Track & Structures // September 2020
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PRODUCTS & SERVICES
LORAM MAINTENANCE OF WAY, INC. Loram is excited to announce Rail Pro Infinity, a game-changing upgrade to the company’s software program that powers the RG400 Series Rail Grinders. To provide customers with infinite control of their production rail grinding programs, Rail Pro Infinity generates custom-machine pattern configurations in real time to grind any rail profile to any desired template while ensuring precise metal removal. The software provides Loram’s RG400 Series the ability to fully leverage the flexibility and high production capabilities of the machine. Loram’s RG400 Series Rail Grinders can now grind to any transverse profile specification quicker and more efficiently than previously attainable. The technology breakthrough allows for infinite control of grinding pattern combinations to maximize the life of rail. With over a year of field testing on Class 1 railroads, Rail Pro Infinity has shown the following gains: •
•
•
Reduced metal removal in curves to prolong rail life: Approximately 10 percent reduction in metal removal—artificial rail wear—on high rails and 10 percent reduction on low rails when comparing historical inspection cycles with machines that had a fixed number of pattern options; Increased speeds and productivity to get more done in less time: A 6 percent increase in grind speeds and 15 percent increase in daily pass miles; and Increased template conformance to reduce contact stresses in wheel-rail interface: A 9 percent increase in post-grind GQI compared to rail grinding prior to the upgrade.
MONTANA HYDRAULICS Montana Hydraulic’s “Bobcat” self-propelled, sliding tarp system takes a big step towards solving the ongoing problem of frozen ballast. While tarp coverings for ballast cars are not a new concept, other tarp products available to rail companies are dangerous and have a proven record of failure. Problems of existing systems include tarp bow damage while loading, ballast loaded on top of tarps that won’t open, and handle and roll tubes hanging dangerously on the side of the car. The Montana Hydraulics “Bobcat” Tarp system has addressed all the safety, ergonomics, and reliability concerns of customers. A low-temperature top coat is supported by heavy-duty bows and robust anti-lift system to ensure that even the strongest winds and the heaviest snow loads will not damage the tarp. The entire system condenses into a neat 30-in. package at the A end of the car for loading. No need to worry about smashing bows with a front-end loader at the pit as the bows are slid completely out of the way.
22 Railway Track & Structures // September 2020
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PRODUCTS & SERVICES
OMNI PRODUCTS, INC. Omni Products, Inc. has a new concrete crossing to add to its product line—the Tracast 2 with Pandrol fasteners. Panels come in 6-ft increments complete with rail boot and solid virgin rubber inserts with preformed flangeways that are lagged down to the concrete modules to prevent rubber from popping out under heavy traffic.
ORGO-THERMIT, INC. Orgo-Thermit, Inc., a Goldschmidt Company, has developed an innovative machine for increasing the efficiency of rail end preheating and documentation prior to, during, and after the successful execution of a Thermit weld. The Smartweld Jet uses a combination of propane and air to create an intense heat within the weld cavity that will rapidly prepare the rail ends for steel joining. This precise process is fully documented and controlled through the Goldschmidt digital app and a detailed report is generated upon completion of the weld. This report captures all of the integral parameters from the Thermit weld and presents them in a concise manner for full weld transparency which can be evaluated from anywhere in the world.
PANDROL Pandrol will soon be launching its brand new lightweight batteryoperated Weld Shear. This will be the new market-leading solution to zero-emission shearing, delivering consistently fast and excellent results. Operation is simple and effective, and the machine is designed to operate with the included battery-operated non-impacting drill. The simple chuck attachment allows for quick operation of the hydraulic system, which provides adequate shearing force for welds in various types of infrastructure. Features: • A single charge of the battery can deliver over 12 high-quality shear operations; • Uses a simple chuck attachment to easily and quickly attach the battery-operated drill to the machine; • The independent battery-operated drill can be used as a standalone piece of equipment as well; and • The shear is held to the rail during the shear process with its bearing rollers that are fully adjustable for different sizes of rail in the industry. Advantages: • Makes trackwork environments more environmentally friendly with zero emission, meaning it also is a great solution for projects in tunnels; • Delivers high-quality consistent results; and • The lightweight design makes it easy for operators to safely lift on and off track, weighing only 98 lb (45.3 kg). 24 Railway Track & Structures // September 2020
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PRODUCTS & SERVICES
SPERRY The railroad industry’s desire for a new era of autonomous safety technologies, as well as preventive- rather than interval-based maintenance, is answered by Sperry’s state-of-the-art artificial intelligence tool, Elmer. The system is named after Dr. Elmer Sperry, a prolific inventor and innovator who founded Sperry more than 90 years ago. Elmer minimizes the number of on-track verifications required, enhancing safety and lowering track exposure. Elmer relies on neural networks—a set of algorithms designed to recognize patterns—to identify the signature of cracks in scans of rails. Elmer currently processes over 1,000 miles of track per day and is built on the infinitely scalable Amazon AWS platform. The system directs the analyst to the highest priority defects in seconds. Focusing the attention of analysts on fewer suspect points reduces the risk of error as well as the amount of time people spend at the lineside inspecting track. Currently, all of Sperry’s non-stop fleet data in North America is processed using Elmer. Sperry is working to bring Elmer to their European, African, and South American railroad clients by 2021.
WILLAMETTE VALLEY COMPANY What technologies have you adopted to improve worker safety, to reduce costs, and to increase productivity? Who do you partner with to solve challenging applications? How is an area repaired and returned to service within an hour? WVCO Railroad Solutions has the answers to these questions. The company is here to help solve the most challenging applications with its technology, while keeping workers safe. WVCO offers solutions for: crosstie repair, emergency repairs to facilities, embedding track, plinth repair, anchoring repairs, railcar lining, bearing pad repair, concrete and asphalt repair, and other repair solutions.
TRIMBLE The Trimble TreadView system is a sophisticated automatic noncontact optical wheel surface inspection product that inspects wheel tread surface, flange, and plate areas at mainline operational speeds, even in tough environments, day or night. This system offers visual inspection of complete wheel tread and flange surface using optical imaging and 3-D laser scanning. The objective of the system is to determine any surface abnormalities of the wheel that can be detected using high-resolution images of the wheel and high-density 3-D data of the wheel surface. TreadView deploys a unique state-of-the-art digital imaging and laser-scanning technology for maximum data density, accuracy, and efficiency. The product benefits from a series of sophisticated image processing algorithms to assess wheel tread and flange surface condition from acquired multispectral multi-illumination images. A major highlight of the system is that it operates at mainline speeds up to 60 mph (100 km/h) for greater utilization by rail operators. Another important advantage is that it also can operate at very low speed, where traditional “contact” impact and force measurementbased systems fall short of detecting wheel surface problems such as flats due to restrictive speed limitations. rtands.com
September 2020 // Railway Track & Structures 25
PRODUCTS & SERVICES
ASPEN EQUIPMENT With a simplified chassis-propelled creep drive of Aspen’s Creep Drive system, rail vehicle operators are able to maintain on-rail travel without having to leave their seat. The multi-plex, on-control handle creep drive system is the first in the industry to be compatible with the Eaton Ultra-Shift transmission, allowing for speeds up to 19 mph in reverse. The system eliminates the need for hydrostatic-driven creep drive systems by communicating directly through OEM engine and transmission channels.
BALFOUR BEATTY Balfour Beatty delivers track inspection and management solutions that help clients visualize track conditions, enhance performance and reduce costs. Balfour Beatty’s automated vision-based track inspection systems OmniVision and autonomous TrueTrak geometry measurement systems have proven the ability to improve safety, reduce costs and increase asset performance for infrastructure owners and maintainers. Network Rail in the United Kingdom uses these systems to inspect the rail network, turning over 600 track inspectors into fixers and saving Network Rail $10 million annually. Operations for the systems are set to debut in the U.S. this fall.
BRANDT
ASPLUNDH RAILROAD DIVISION For more than 40 years, Asplundh Railroad Division has been the rolling stock industry’s leading partner for vegetation management, with unparalleled resources in specialized equipment and skilled personnel. Asplundh Railroad Division introduced its latest innovation in 2020: a new spray train. The automated control system can be programmed for no spray zones, provides improved reporting and mapping, and enhances control features for crossings and bridges. 26 Railway Track & Structures // September 2020
Brandt Road Rail has been building custom solutions for almost three decades and knows what it takes to help maintenance-of-way (MOW) managers get the job done. A recent project for a high-volume U.S.based commuter rail service required the design and manufacture of a built-for-purpose custom solution to handle many pieces of their critical MOW track infrastructure work and increase their productivity. The integrated solution that Brandt delivered allows the operator to perform a wide range of MOW tasks from one versatile platform. The system is an AAR Plate C-compliant continuous work platform consisting of a custom power unit pulling seven articulated short-side gondolas and incorporates a John Deere 135G excavator, sized to fit within the gondolas. rtands.com
PRODUCTS & SERVICES
CUSTOM TRUCK ONE SOURCE Custom Truck One Source (CTOS) aims to provide vehicles that replicate the versatility present in the men and women who use them. The Workhorse X2, the latest iteration of CTOS’s prized railcar mover, is one such truck. Streamlined, the X2 reduces the cost of ownership and amplifies the performance of its predecessor. A hydraulically focused design reduces overall system shock, thus reducing the transmission wear typically found with railcar mover designs.
GEOPIER The Geopier GeoSpike system is used to reinforce weak rail subgrades without the need to remove track, ties, or ballast. GeoSpike elements are installed with a vibratory hammer mounted to a mid-sized excavator, similar to what is used to drive sheet piles. Work can be performed off track or on track with hi-rail, depending on site access.
GEISMAR Equipped with a bogey hi-rail system that articulates in curves, like a revenue vehicle, Geismar North America Wizard Line vehicles negotiate as tight as a 60-ft radius curve without the fear of derailing. Transit systems now have a solution to deal with costly, nonproductive, and unsafe derailments in tight curves. Wizard vehicles have hydrostatic drive allowing travel in forward or reverse at equal track speed. This function allows quick access to worksites; speed is not limited in reverse to the truck’s transmission, maximizing today’s short work windows.
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GREENKOTE Greenkote is an advanced anti-corrosion metal coating that can significantly extend the service life of rail fasteners and fixtures that are exposed to weather and harsh environments. Using a patented thermal diffusion process, Greenkote coating is literally diffused into the surface of metal parts for a strong, permanent metallurgical bond. This makes Greenkote’s corrosion resistance last longer, even at very low or high temperatures.
September 2020 // Railway Track & Structures 27
PRODUCTS & SERVICES
HITACHI
HERZOG Herzog introduces its newest ROW inspection technology platform in the latest iteration of the LiDAR truck. Traveling at track speed, this hi-rail vehicle is designed to replace manual track surveys over long distances and remove human subjectivity from the survey process. This automated platform will allow for safer surveys, faster collection speeds, decreased turn times, and increased accuracy.
HIRAIL HiRAIL introduces new product variation with a single tongue and groove versus current and previous models with a double tongue and groove. This new feature includes a thicker tongue section which leads to stronger individual pads for handling and a more robust and well connected crossing system.
HIPPO The HIPPO Power Tread is the only diesel-powered, twin, hydraulic power unit designed specifically for railroad maintenance, allowing two true 10-gpm hydraulic circuits to run simultaneously. Self-propelled and all-wheel drive, the HIPPO Power Tread offers tremendous mobility within the worksite. Michelin non-pneumatic tires make it ideal for tackling tough terrain other remote power units can’t access. 28 Railway Track & Structures // September 2020
Hitachi Rail introduces a new dimension in electric switch machine control, performance monitoring and diagnostics: The Intelligent Electronic Circuit Controller (IECC). Designed for easy retrofitting in an existing M-3, M-23A or M-23B machine, this device provides maintainers a spectrum of machine performance data, all of which can be accessed in with an on-site laptop PC or remotely over a communications interface. The IECC builds upon 20 years of experience with the original Electronic Circuit Controller (ECC), reading an array of proximity sensors that can detect the early degradation of a machine’s point detector bar.
HOLLAND Holland’s Gauge Inspector is the newest edition to the Argus Testing Technology Suite, providing reliable, real-time gauge measurement in a hang-on, hi-rail format. The Gauge Inspector’s lightweight and foldable mounting design is designed to be deployed by one person and installed on any conventional hi-rail vehicle with a trailer hitch. Wireless communication between the system and the operator’s laptop or tablet eliminates the need for GPS and an encoder. The easy-to-use interface features real-time visual and audible alerts, and the system enables configurable defect limits that can be customized based on operator requirements. Holland’s Argus Testing Technology Suite of products is designed to be installed on dedicated manned track measurement vehicles, as well as transitioned to autonomous applications.
HOLMATRO Holmatro Rerailing Systems offer a solution for faster, safer and a more controlled re-railing of railway vehicles on the track. Thanks to the user-friendly design of the system, the lightweight components are easy to place, assemble and disassemble by one person without the use of extra equipment. This ensures business continuity by greatly reducing delays and costs. Holmatro offers three defined sets, each one suitable for different circumstances. rtands.com
PRODUCTS & SERVICES
HOWMET For track and crossing applications, HuckBolts combine strong, nevercome-loose joining power, and easy, safe installation. Huck fasteners have been proven in track applications ranging from insulated joints and gauge plates to crossings applications that include RBM frogs and diamonds. The Huck 360 is an innovative nut-and-bolt system that locks into place with the standard tools you already use. It features a shallow-groove design, which gives these fasteners more tensile and fatigue strength while providing 30 percent more surface area for interference than standard nuts and bolts.
INDUSTRY RAILWAY SUPPLIERS, INC. Industry-Railway Suppliers Inc, founded in 1966, represents Swingmaster machines, and distributes AREMA track tools, abrasives, heavy railroad equipment, work equipment wear parts and mechanical shop tools. The Swingmaster Spike Puller Workhead (SSPW) is a more robust and precise upgrade to the OEM unit. The increased size of its spotting and pulling shafts completely eliminate slop while pulling or spotting on railroad spikes. Its larger bore cylinder is lewis bolt-ready, and improves the pulling sequence by eliminating the need to rock the workhead back and forth. The SSPW’s dual, independent claw cylinders improve efficiency by allowing for independent controls, so operators can now pull line or anchor spikes at the same time. The increased diameter of the ACME rod eliminates play, and the unique design keeps all pulling forces away from the adjustment rod allowing the parallel shafts to take all of the forces.
INTERSTATE-MCBEE Interstate-McBee has been supplying high-quality EMD injectors to the railroad industry for over 50 years. Now Interstate has brought that experience to the GE world. Interstate-McBee is proud to offer remanufactured replacement fuel pumps and injectors for the GE 7FDL Tier 1+ locomotives. It is built with all-new critical components to assure peak performance and fuel economy along with EPA certification to assure emissions compliance. Together with Interstate’s full line of EMD mechanical and electronic unit injectors, the GE electronic fuel pumps and injectors are built assembled and tested in the factory in Cleveland, Ohio. Certified AARS and ISO 9000-2015, Interstate-McBee provides confidence that all products perform to the demanding requirements of customers.
KOPPERS Koppers offers the Crosstie Lifecycle Management Program as the environmentally responsible solution for the entire life cycle of crossties. From raw timber and dual pressure treatment of new crossties to scrap tie collection, transportation and recycling, this program will optimize your crosstie performance, risk management and environmental compliance with effective cost control.
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12:35 PM September 2020 // Railway Track7/28/20 & Structures 29
PRODUCTS & SERVICES
MILLER INGENUITY ZoneGuard is an electronic roadway worker protection system engineered to prevent common human error factors that are frequent contributors to close calls and tragic accidents. The system includes a unique combination of redundant sensor technologies to ensure accuracy. The LiDAR, radar, infrared camera, and accelerometer work together to generate consistent and reliable detections of track vehicles every time and in all conditions. Its proven accuracy has helped customers eliminate the chance of false alerts, that when occurring frequently, can give a false sense of security or wrongfully establish complacency among work crews.
NORDCO Shuttlewagon railcar movers feature non-weight transfer moves, the most cab visibility, and innovative tech-like high-resolution 360° cameras and a patented rail guidance system paired with tire technology to provide the most consistent tractive effort in its class. The Navigator 8040 used at NASA to move critical rocket booster segments has a tractive effort of 60,000 lb.
NEW YORK BLOWER COMPANY The New York Blower Company fans and blowers can be found in locomotives throughout the world. Locomotive blowers typically provide cooling air to critical electrical components, including traction motors, electrical lockers, main generators, and various other electrical equipment. Other fans are provided for dynamic braking systems, electrical room filtration/dust control, and loading/offloading bay dust-collection systems.
OMAHA TRACK NISUS CORPORATION Manufactured by Nisus Corporation in the U.S., QNAP is a wood preservative created from recycled copper and made oil-soluble to improve performance. In addition, copper naphthenate contains no dioxins, is not a persistent organic pollutant and contains no carcinogens. QNAP ties last longer than ties treated with other preservatives; in fact, they last 30 percent longer than creosote-treated ties. 30 Railway Track & Structures // September 2020
Omaha Track now offers the full-service ability to pick up rail and OTM using an OTM tracker and power unit combo, which increases efficiency in picking up material, and lowers costs of material handling. This service includes the equipment and labor to perform these duties. The benefits include loading rail and OTM directly into railcars instead of transporting to load-out locations, no double handling, and no need to wait for power from the railroad to move the cars between locations. rtands.com
PRODUCTS & SERVICES
OMEGA INDUSTRIES, INC. Omega Industries is the largest precast concrete crossing manufacturer in the U.S, operating plants in Washington, California, Nebraska, Texas, and North Carolina, and has over 1 million track feet of crossing panels installed in North America. Omega holds the current crossing contract with BNSF, Union Pacific, Canadian Pacific, and Alaska Railroad, and is the preferred supplier to a host of short lines, rail contractors, port and transit agencies. Omega’s crossing system incorporates a pre-attached/replaceable, non-conductive rubber flangeway filler which creates a seal between the steel panel frame and rail.
PAVEMETRICS The Railmetrics LRAIL is a lightweight, multifunctional, railway inspection system that can be installed on either a hi-rail or a railcar platform. Field-proven with the FRA, the LRAIL is unique in its approach as it captures both high-resolution 2-D images as well as 3-D scans simultaneously while built-in inertial measurement units and propriety computer algorithms correct for vehicle vibrations. Captured data is GPS-tagged and stored to an onboard computer with swappable hard drives. rtands.com
PLASSER AMERICAN Plasser’s newest machine following the company’s philosophy of high capacity, precision and reliability is the 09-2X Dynacat Continuous Action Tamper, which combines multi-tie tamping for increased productivity, combined with a dynamic track stabilizer, able to do production and switch tamping all with one operator. The new feature of the 09-2X Dynacat are the unique two-tie tamping units, which enable either two ties to be tamped in one operation resulting in higher tamping performance, or only one tie if the tie spacing becomes irregular or skewed ties.
RACINE Racine now offers a new plate-centering feature on its Advanced Tie Plate Inserter, which eliminates the need for manual centering of the plate on the tie after insertion, eliminating labor and making the machine more productive. The machine also has excellent visibility fore and aft when track traveling. The workhead has been moved forward from previous machine models, further improving operator visibility and allowing easier access to workhead components for routine maintenance. September 2020 // Railway Track & Structures 31
PRODUCTS & SERVICES
RAILWAY EQUIPMENT COMPANY
RBL, INC.
Railway Equipment Company’s remote technology provides real-time alerts to fault conditions, enabling users to diagnose a problem and attend to most issues remotely. This has increased switch heater uptime while exposure of railroad personnel to dangerous driving conditions has been reduced. Railway Equipment Company is increasing the scope of this technology by adding remote connectivity capability to its current product lines and introducing new products that leverage this technology in order to make railroad operations more safe and efficient. One of the many benefits of the RECO switch mode charger is the ability to remotely or locally shut the charger off for a period of time to collect the voltage readings of each individual battery cell to ensure the backup power source is operating as intended.
From results of yearlong testing at TTCI’s FAST facility, improvements have been added to make the Robolube R2K the most advanced, efficient gauge-face lubrication product available on the market. The Robolube R2K utilizes 75 percent less lubricant, lubricates 8 ft of track for the circumference of wheel, allows for precise application at gauge corner, which permits each train to consume all of the grease, equating to no waste, no cast off, requiring no hazmat pads and is environmentally friendly. It mounts in the Apex of the curve for bi-directional traffic, no train contact, lower maintenance costs, quick installation and removal for track maintenance, and excellent carry down.
RAILWORKS CORPORATION
RCE EQUIPMENT SOLUTIONS
RailWorks introduces RailWorks Insight, the industry’s most comprehensive and robust digital track and signal inspection and management solution. RailWorks Insight provides a full view of track and signal inspection reports with instant automated budgets, prior repair work costs and dates, marked map GPS locations, pictures, preventive maintenance and inspection schedule management, documented assets, and a single storage point for all reports.
The Railavator hi-rail excavator is RCE’s most popular machine because of its quality and versatility. With its patented hydraulic powered retractable hi rail, customers can take it anywhere they need it on and off track. The new Series 210G, 245G and 250G Railavators boast RCE’s new Ultra Life Axles. These final drives are made of high-strength alloy steel. The Ultra Life Axles have overall increased axle bearing capacity and are rebuildable/repairable.
32 Railway Track & Structures // September 2020
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PRODUCTS & SERVICES
STRUKTON SECURITY LOCKNUT Millions of bolted joints hold railroad track together on joint bars, frogs, crossings, switch gear, and more. It is no secret that nuts and bolts wiggle loose and have to be re-tightened or replaced on a consistent basis. This is the truth for many, many railroads, but not all. More and more, roadmasters and track maintenance crews are discovering that using Security Locknuts allows them to visit and maintain track bolts far less often than other solutions.
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POSS monitors the condition of points, track circuits and other essential assets in the railway infrastructure. POSS makes use of big data, IoT and machine-learning technology. The hardware consists of data loggers and non-intrusive sensors. The POSS monitoring system complies with all relevant EU railway standards in the areas of EMC, safety and ICT security. The parameters monitored by POSS include temperature, current, impact, movement, humidity and hydraulic pressure. All the collected data is transmitted to and stored in an online environment, POSSOnline.
September 2020 // Railway Track & Structures 33
PRODUCTS & SERVICES
VANCER
THERMOMEGATECH ThermOmegaTech designs and manufactures freeze protection drain valves for locomotives and passenger cars to prevent freezeups and keep trains running on time all winter long. The GURU Plug is a thermostatic, self-actuating drain valve that monitors and responds to engine coolant water temperature. Installed at the system’s lowest point, when water temperatures fall to the GURU’s set-point, the plug snaps open and drains the system before freezing can occur. Once the GURU Plug is warmed and reinserted, the locomotive can be refilled and returned to service.
Keeping culverts clear and working properly is a key part of track maintenance. The impact of a blocked culvert can be disastrous to the railroad’s operations, the safety of the crew and the surrounding area. The Vancer Culvert Cleaner is a water-powered, custom attachment for use with a hi-rail excavator. Requiring only a single machine to run the Vancer attachment, railroads save time, space and money compared with the auger method, which requires an excavator and backhoe on-site. With its hydraulically driven, high flow water pump and interchangeable water jet heads for more thorough debris removal, culverts go from clogged to clear in 15 minutes. The attachment can quickly clear ballast, branches, mud and more from the entire culvert compared to the auger method, which clears the center only.
VOESTALPINE RAILWAY SYSTEMS NORTRAK
TWINCO The Twinco TMC-1 Submersible Switch Machine was conceived, designed and manufactured to address the most demanding requirements of today’s rail and transit market. With an IP68 rating, the machine offers superb reliability and resiliency against flooding and extreme temperature variations. The TMC-1s sleek modular design offers quick and easy servicing and maintenance of parts, as well as versatility in its functionality. 34 Railway Track & Structures // September 2020
voestalpine Railway Systems Nortrak has continued to expand its portfolio of rail fixation systems for freight and passenger customers by adding Safelok I style rail fasteners and associated insulators, rail pads, ductile shoulders for concrete ties and cast tie plates for wood tie applications. Nortrak has collaborated with Ralph McKay Industries, the originator of the Safelok style clip and supplier to Class 1 railroads for over 30 years, for the development of the new NT2060 Long Reach Clip. The new NT2060 clip has extended reach onto the rail base for added clamping force and improved fatigue life compared to other Safelok I style clips. The NT2060 is fully interchangeable with all existing Safelok I concrete tie shoulders, tie plates, tools and maintenance equipment. rtands.com
PRODUCTS & SERVICES
WHITMORE Whitmore RailArmor M All-Season reduces maintenance costs and time, as it’s suited for year-round use in all weather conditions; pumpable down to -10°F (-23°C) and up to 110°F (43°C). This highperformance rail curve grease is specially designed to lubricate rail curves, protecting rail and wheels from wear. It raises the bar in all critical performance areas, such as rail adhesion, rain resistance, wear protection and carry-down from the wiping bar.
GET THE INSIDE SCOOP ON & OFF THE TRACK
ZTR PIVOT is an advanced railcar remote monitoring solution from ZTR in partnership with BlackBerry. It is designed to help reduce expenses related to the purchase, operation and maintenance of railcars with a clear picture of how they are underused, overused or misused. This allows for directed ongoing maintenance, rightsizing the fleet and getting the most asset value.
L.B. Foster is widely recognized as a global leader in rail products, technologies and services. To manage safety critical railroad disruptions, we have developed a suite of Total Track Monitoring™ solutions. Avalanche Detection Rockfall Monitoring
Grade Crossing Monitoring Flood Monitoring
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SAFETY PRODUCTS
MAINTAINING
RAILROAD SAFETY Many products that keep railroad workers safe are behind the scenes By David C. Lester, Managing Editor
T
he number of dollars spent annually on making railroad environments safer for employees is tremendous. Not only do we have huge ticket items like signaling systems, Positive Train Control, and sophisticated braking systems, there are a lot of items that do not make the headlines. Yet, these items are just as important in maintaining rail and worker safety. Barriers that protect workers on lines where trains are powered by a third rail and high-visibility clothing are just two examples. We’ve asked some prominent vendors in this segment of the business to provide examples of their latest “behind-thescenes” products for your review.
36 Railway Track & Structures // September 2020
Reflective Apparel Factory Vests continue to be prominent in rail yards, with breakaway (hook and loop closures) the overwhelming favorite. Clear credential pockets to showcase identification, as well as deep surveyor and document pouches, have grown in popularity. With summer heat, wearing hi-visibility tees and polos offers the advantage of dropping the heavy vests—a strong morale booster. Moisture wicking garments similar to athletic training gear are readily available for crews—especially the durable favorites utilizing 3M Comfort Trim. Full systems gear in hi-visibility selections can keep the railroader warm and dry. Waterproof, breathable materials with
various liners offer a wide selection of solutions. Details continue to evolve, such as the enhanced hoods. These adjustable, sculpted hoods are crafted to assure uninterrupted peripheral vision. Diversity comes in all shapes and sizes— with a growing demand for women’s tailored gear such as the RAF-540-GX. The adjustable waistline allows for a contoured fit, while still sharing the uniform look of the work wear. Extra small garment offerings to Big and Tall are vital in promoting a PPE program for rail workers. Diversified Metal Fabricators Existing solutions for the mechanical locking systems used to restrain rail rtands.com
SAFETY PRODUCTS
A vehicle restrained on the rail with the Auto Mechanical Lock.
Photo Credit: Orgo-Thermit, Inc.
DMF’s mechanical locking systems for restraining rail gear equipment.
gear equipment routinely frustrate both users and fleet managers. Frustrated by corroded parts or cumbersome operation, operators would often simply bypass these critical safety systems, creating unsafe conditions. Ongoing maintenance and replacement costs of existing damageprone solutions were irritating to costconscious fleet managers. While some customers mandated a simple positive mechanical lock in their specifications, others expressed interest in more complex solutions that required little operator intervention. With the launch of the new RW-1630B rail gear line, Diversified Metal Fabricators is pleased to offer customers an upgraded and expanded range of rtands.com
innovative locking restraint systems. The modular, bolt-on nature of all the below options allows for easy conversion between them to meet job-specific requirements, and simplifies service. Automatic Mechanical Lock DMF’s patent-pending Automatic Mechanical Lock system secures the rail gear in the highway position and requires no extra steps for the operator. A springloaded stainless steel ball automatically secures the rail gear in place when raised. The unique, indexable detent can be rotated to expose new wear faces up to six times, extending the lifespan of the system without purchasing new parts.
Compact Air Pinoff A new air-actuated design requires less installation space than previous models, while incorporating an industry-first swivel joint that protects the cylinder from damage if the rail gear is inadvertently actuated while restrained. Heavy-Duty Cable Pinoff Relying on an improved push-pull cable that is larger in diameter, yet more flexible than previous designs, DMF’s Heavy Duty Cable Pinoff is engineered for years of trouble-free service. Manual Detent Pinoff Strong, simple, and economical, DMF’s September 2020 // Railway Track & Structures 37
SAFETY PRODUCTS
RAF-540-GX-LM hi-vis women’s vest.
new manual detent pinoff design offers improved strength, corrosion resistance, and ease of use compared to prior designs. Orgo-Thermit Orgo-Thermit, Inc., A Goldschmidt Company, has had recent success with their innovative safety product for roadway worker protection. The Tracksafe Barrier
establishes a safe work environment for maintenance operations and new construction when in the presence of live adjacent tracks. This product creates a rigid intertrack barrier by magnetically attaching to the web of rail and the patented stanchion allows for a protected area at a minimum of 4 ft off the ground. This height is required to comply with FRA adjacent track rules. With a fixed inter-track barrier erected, workers can continue their duties when trains are passing by on the adjacent tracks. Moving to a predetermined place of safety is no longer necessary, which allows for continuous construction and a reduction in brief work stoppages. One of the many benefits of the Tracksafe Barrier is how quickly it can be installed and dismantled. Two workers could easily set up 100 ft within 10 minutes, and because the magnets attach to the web of the rail, the ballast is not disturbed, and the ties do not require tamping when the work has been completed. L.B. Foster Avalanches pose a major safety and cost
concern for railroads by causing damage and disruption to service. Significant events requiring repairs to traditional slide fences used to detect avalanches, as well as more routine, ongoing maintenance from animals breaking the wires or them simply breaking on their own, also may create dangerous situations for workers sent to fix the fences. L.B. Foster’s Avalanche Detection system is an end-to-end solution that sends alerts to operators about incidents in even remote locations that can lead to snow, trees and debris on the track. Proactively monitoring such events increases safety, reduces costs through a reduction in service delays, eliminates false alarms and enhances reputation resulting from continuity of service. And because conditions are actively monitored, worker safety is safeguarded. L.B. Foster’s Avalanche Detection system is part of a wider suite of Remote Condition Monitoring solutions designed for disruption monitoring for a wide range of events. These include flood, rockfall, gradecrossing safety, mud and landslide. All solutions incorporate remote monitoring capabilities with control center alerts and
www.amconco.com
RAIL
From Railway Age, GROUP RT&S and IRJ NEWS
Photo Credit: Reflective Apparel Factory
STAY IN GEAR WITH RAIL GROUP NEWS
ROUND-UP of NEWS STORIE
RAILWAY AGE
http://bit.ly/rail_news
38 Railway Track & Structures // September 2020
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SAFETY PRODUCTS
data management software. Miller Ingenuity ZoneGuard, an electronic roadway worker protection system, was engineered to meet the need for improved track worker safety within the rail industry. The system works as a secondary warning device to help prevent common human error factors that contribute to close calls and tragic accidents such as fatigue, distractions, miscommunication, inexperience, or complacency. ZoneGuard’s sensors work together to ensure that track vehicles are detected consistently and accurately every time and in all conditions. Their proven accuracy has helped customers eliminate the chance of false alerts. ZoneGuard’s flexibility allows it to perform in unique settings including across multiple tracks, over bridges, under high power lines, within high-noise environments and through long curves and tunnels giving maintenance crews the ability to provide safer work zones wherever they need to operate.
Depending on their operating environment, customers can use either the ZoneGuard fixed or portable detection system. The portable kit is durable and lightweight enough (under 5 lb per device) to easily transport the equipment between jobsites and can be setup in minutes. The portable kit’s detection and alerting system can be customized for every customer through configurable detection settings. This allows the ZoneGuard team to test specific scenarios where alerts should be generated (train, hi-rail vehicles) and should not be generated (people, cars, etc.), and allows customers to have the system tailored to their unique environment. Focused Technology Solutions Focused Technology Solutions, a Marmon/ Berkshire Hathaway Company, develops tools that increase production in rail yards, while making strides towards keeping rail workers safer than ever as they assist in the reduction and elimination of human factorcaused incidents. The SpikeEase, the company’s batteryoperated spike puller, along with the all-new
DrillEase battery-operated tie drill, operate using standard, off-the-shelf impact drivers. Unlike their counterparts throughout the industry, these tools are extremely light, as they weigh just 30 lb each. This allows for workers to put less strain on their bodies while on the job and completely eliminates the need for claw bars to pull spikes. The SpikeEase and DrillEase require absolutely no hydraulics or gasses at all, making them the most eco-friendly tools in their respective categories. FTS’s customer and safety-focused design services have led to the development of a Smart Hat for Location Awareness that uses cameras and GPS-based technology to pinpoint within inches and transmit employee location and video in real-time. This FTS patent-pending technology has successfully completed Beta testing and will move into the customer deployment phase shortly. FTS’s custom-design services also entails partnering with customers to develop and deploy cutting-edge technology that keeps workers safe and endeavors to eliminate human factor-caused incidences.
Keeping your workers safe Pandrol Safety Barriers offer fast and efficient installation without specialist tools or equipment, whilst delivering significant cost savings by enabling higher train running speeds on adjacent lines. For more information contact us at info@pandrol.com pandrol.com
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Message From The President
A
VICTOR R. BABIN AREMA President 2020-21
REMA was formed in 1997 by the merger of three railway engineering associations and the transfer of the functions of the Communications and Signals Division from the Association of the American Railroads. Similarly, these forerunners were the products of the organizational mergers typical to our everimproving railway industry. In 1882, Isaac Burnett and Wilmot K. Morley respectively became presidents of the Roadmasters and Maintenance of Way Association of America and the Association of Railway Telegraph Superintendents. Owen J. Travis followed as the first president of the American Railway Bridge and Building Association in 1891. William J. Gillingham was the original president of the Railway Signal Club in 1895. John Findley Wallace was the inaugural president of the American Railway Engineering Association in 1899 and went on to be the first chief engineer of Panama Canal construction. These engineers were the leaders and visionaries of their time and were the Founding Fathers of AREMA. When I reflect on the distinguished history of our Association, I am truly humbled to follow in the footsteps of greatness and honored to be president for 2020-2021 as part of the continuing story of our association—AREMA. Thanks to its dedicated membership of railway professionals, AREMA and its predecessors have been advancing the knowledge and recommended practices related to the design, construction and maintenance-ofrailway infrastructure for 139 years. We have achieved this through dissemination of knowledge via our publications, educational 40 Railway Track & Structures // September 2020
programs and conferences. The Annual Conference is one of AREMA’s primary venues for discussion and exchange of ideas and technical knowledge. We are steadfast in the pursuit of AREMA’s vision to be the pre-eminent engineering association for North American and international railways and transit organizations. As our forebears have done, we continue to evolve and adapt to the circumstances of our time. The challenge this year is to advance our mission while allowing participants to remain in the safety of their home environment. The AREMA 2020 Virtual Conference & Expo meets this challenge and launches us into the future. For the first time, conference goers are able to attend and interact with the live AREMA Conference & Expo within the convenience and comfort of their own virtual workspace.
“
AS OUR FOREBEARS HAVE DONE, WE CONTINUE TO EVOLVE AND ADAPT TO THE CIRCUMSTANCES OF OUR TIME.
They can travel between technical sessions, meetings, keynote speeches, exhibit booths, and other educational events at the speed of an electron. They may even travel back in time to see things they would have otherwise missed. Participants can do all of this without leaving the comfort of their desk, easy chair or patio. The lineup of nearly 80 technical presentations is sure to keep you informed of the latest in rail projects and technology. You will gain keen insight into the ways your colleagues are addressing the needs of rail and transit and learn how they are advancing our industry. There are six tracks of learning: Communications & Signals, Engineering Services, Maintenance-of-Way, Passenger & Transit, Structures, and Track. See what is most important to you and ask questions in the live venue. Just like the in-person conference, you
can earn Professional Development Hours for attending. Kevin Brown has said, “Heroes are more than ordinary people doing extraordinary things, they are extraordinary people choosing not to be ordinary.” We are fortunate to have this successful businessman and highly sought keynote speaker address our opening session on Monday with “The Hero Effect” presentation. Veteran Wall Street transportation analyst Tony Hatch will be a highlight of our closing session on Thursday. Drawing on his wealth of knowledge of the rail business and current events, Tony’s discussion of industry trends and his forecasts are sure to be informative, extensive and presented in his characteristic rapid-fire style. Be sure to frequent the Expo where you will see live demonstrations of products and services and may chat with vendors, download literature, transfer virtual business cards, arrange follow up meetings and request samples. From there you can go on video plant and facility tours and learn from videos and webinars. Perhaps you will win a drawing or sign up for other giveaways. As always, the Expo is free to railroaders and transit and government employees throughout the world. AREMA supports professional development and fosters early career growth as a key element of its mission to advance railway knowledge. Two additional opportunities at the event will be the Young Professionals Experience and the Meet the Next Generation programs which cater to the younger generation. Six first-time conference attendees from railroads and transit agencies will be attending our Virtual Conference & Expo with complimentary admission and an annual membership through the Young Professionals Experience. Meet the Next Generation panelists will discuss their career experiences and projects in a Q&A session on Monday. Our corporate sponsors will welcome students and prospective railroaders with three days of networking events starting on Tuesday. The Virtual Conference & Expo is destined to be a noteworthy milestone in the annals of railroad technical advancement and professional development events. I think our founders would have been pleased. We are most thankful to the sponsors, exhibitors, participants and dedicated members who have made these proceedings possible. I look forward to seeing you there and in Indianapolis in 2021. TM
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AREMA 2020 Virtual Conference & Expo SUNDAY, SEPT. 13 Expo Open, Sneak Peak Sunday Student Program Committee 41 - Track Maintenance Committee 12 - Rail Transit
START TIME 12 p.m. 2 p.m. 2 p.m. 2 p.m.
END TIME 4 p.m. 4 p.m. 4 p.m. 6 p.m.
MONDAY, SEPT. 14 Expo Java Exchange Norfolk Southern Lawmen Band Conference President’s Welcome Keynote Speaker Student Poster Session Engineer of the Year Technical Sessions Young Professional Program Honorary Member Award Technical Sessions Technical Sessions Meet the Next Generation Panel Discussion (MTNG) Expo Power Hours
9 a.m. 10:30 a.m. 10:30 a.m. 11 a.m. 11 a.m. 11:30 a.m. 12:15 p.m. 12:45 p.m. 1 p.m. 1 p.m. 1:30 p.m. 1:45 p.m. 2:30 p.m. 3:15 p.m. 4 p.m.
6 p.m 11 a.m. 11 a.m. 3 p.m. 11:30 a.m. 12:15 p.m. 12:45 p.m. 12:50 p.m. 1:30 p.m. 2 p.m. 1:45 p.m. 2:15 p.m. 3 p.m. 4:15 p.m. 6 p.m.
TUESDAY, SEPT. 15 Expo Meet The Next Generation Networking Dr. W.W. Hay Award Java Exchange Conference Technical Sessions Technical Sessions Technical Sessions Student Poster Session - Winners Scholarship Winners Committee Leaders Recognition and Get to President Sparks Technical Sessions Technical Sessions Technical Sessions Expo Power Hours
9 a.m. 9 a.m. 9:15 a.m. 9:30 a.m. 10 a.m. 10 a.m. 10:45 a.m. 11:30 a.m. 12 p.m. 1:15 p.m. 1:30 p.m. 2 p.m. 2:45 p.m. 3:30 p.m. 4 p.m.
6 p.m. 4 p.m. 9:25 a.m. 10 a.m. 4 p.m. 10:30 a.m. 11:15 a.m. 12 p.m. 12:45 p.m. 1:25 p.m. 2 p.m. 2:30 p.m. 3:15 p.m. 4 p.m. 6 p.m.
WEDNESDAY, SEPT. 16 Expo Meet The Next Generation Networking Java Exchange Conference Technical Sessions Technical Sessions Technical Sessions Mix It Up: Bourbon Class Featuring Angel’s Envy Take a Break-Puppies, Kittens, Penquins-Oh My! Georgia Aquarium Technical Sessions
9 a.m. 9 a.m. 9:30 a.m. 10 a.m. 10 a.m. 10:45 a.m. 11:30 a.m. 1 p.m. 1:45 p.m. 2 p.m.
6 p.m. 4 p.m. 10 a.m. 4 p.m. 10:30 a.m. 11:15 a.m. 12 p.m. 1:30 p.m. 2:30 p.m.
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September 2020 // Railway Track & Structures 41
Babin offers wisdom to young railroaders
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VICTOR R. BABIN AREMA President 2020-21
REMA: Why did you decide to choose a career in railway engineering? VICTOR R. BABIN : Initially, my career choice was electrical engineering. In order to support myself and family while going to school, I worked my way from the electronic parts counter through technician, field and electronic design engineer and entrepreneur developing electronic security and fraud prevention systems for banks. While I was teaching courses in microprocessor-based design at Purdue University, I learned of a railway engineering opportunity from another adjunct professor who was also general manager of the Northern Indiana Commuter Transportation District. It was a radical career change in 1991 when I went to the NICTD South Shore Line, an aging electrified commuter line with an outdated and neglected infrastructure and a promise of rebirth that was only then being set in motion. While striving to modernize the signal, communications and traction power systems, I realized that this was the place where I could leave a lasting, positive and meaningful mark in the world. It has been a deeply fulfilling career that has transformed me into a steadfast advocate of the railway engineering profession. Because of these experiences, I will continually use my offices at the South Shore Line and AREMA to promote railway engineering careers to individuals, students and universities.
AREMA: Outside of your job and hard work you put into AREMA, what are your hobbies? VRB: I raise hybrid bluegills in a small pond 42 Railway Track & Structures // September 2020
that is reserved for the fishing pleasure of grandchildren and other novices. I also enjoy RVing, travel and other outdoor activities including shooting sports, especially sporting clays. During less favorable weather, I like to read history, biographies and study the history of my ancestors. On all-too-rare occasions, I’ll take on a woodworking project. These pastimes always take a back seat to the needs of family, career and the routine demands of the work-a-day world. Now, the autumn of my career is at hand and I look forward with great anticipation to sharing my interests with family and friends and, most importantly, participating in the pursuits of my three grandchildren. AREMA: If you could share one interesting fact about yourself with the readers of RT&S, what would it be? VRB: I find great satisfaction in taking on and overcoming technological challenges: At least those that are within my realm of expertise or those that I am keen to learn. I am at my best when fully absorbed and focused in the work of resolving a complex problem. When in this zone, daily worries and concerns fade away and I have a sense of contentment. I suppose this is a characteristic of many engineers. This is akin to the sentiment ‘It’s the journey, not the destination.’ In my case, the fulfillment that comes from understanding and solving problems in the practical world leads me to seek new challenges and experiences in both my career and personal pursuits. I can find just as much satisfaction in home improvement projects as others find in a game of golf. AREMA: What advice would you offer
someone pursuing a career in the railway industry? VRB: Railroading is a profession like no other. For most, it is a way of life. Be prepared to work hard; this industry is made up of dedicated individuals who work long and irregular hours and who anticipate being called upon at any hour of day or night to meet the demands of the industry. Technology is advancing exponentially and railroads continually seek and have persistently sought improvement in safety and efficiency over the last two centuries. Make sure you learn the origins of customs and procedures before you attempt to improve upon them. The reasons for a given practice may not be readily apparent. It is your duty
to understand the history before making changes. Never be persuaded to use an expedient or compromise when it comes to professional ethics. Persistence and well-developed communication skills are more valuable to your career growth than natural talent and rote academics. Cultivate both your written and verbal communication skills. The railroad industry employs a diverse set of people with different objectives, skills and perspectives, all of which are essential for carrying out an organization’s mission. Acquire the skills to understand the responsibilities, goals and viewpoints of everyone with whom you interact and of everyone affected by your actions. Learn to convey your thoughts to them in a manner such that they can understand and appreciate your viewpoint and objectives. In his song “Sailing to Philadelphia”, Mark Knopfler as the voice of the famed surveyor and astronomer Jeremiah Dixon croons, ‘It was my fate from birth to make my mark upon the earth.’ This is your time and your opportunity to improve the world in which we live and to leave a positive legacy for future generations to improve upon. Make your mark upon the earth.
PROFESSIONAL DEVELOPMENT
Retaining Wall Design for Railroad Application Webinar Date: Wednesday, Sept. 30, 2020 Time: 2-3:30 p.m. ET PDH: 1.5 D e s c r i pti o n: T h i s we b i n a r wi l l p rov i d e t h e m o s t k n ow l e d g e and benefit for engineering and c o n s tr u c ti o n p rof e s s i o n a l s a t railroads (owners), consultants, a n d c o n t ra c to r s w h o s e w o r k includes the design, construction, or construction management of railroad infrastructure including track and structures. For more information and to register, please visit www.arema.org.
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Sparks reflects back on president tenure for future events that fulfill our educational mission.
The Sparks family at the wedding of goddaughter Ellen Swierkosz. Photo by Bryn Pounds.
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REMA : How did your day job
prepare you for your role as AREMA president? ED SPARKS : I wanted to be in the railroad industry from early on in life. That dream was fulfilled in a co-op student opportunity with CSX in the Design & Construction (D&C) department. Starting in D&C meant exposure to new industrial sidetrack design, drafting, estimating, capacity improvements, yard modifications, public projects, drainage issues, real estate issues, etc. It was a great chance to learn the railroad network, language and culture before plunging into the non-stop activity in operations. I later moved into maintenance-of-way and learned how to lead craftsmen, organize work plans, procure material, optimize resources, learn the intricacies of rail testing and track geometry, feel the operational impact of slow orders and understand the need for prompt responses 24 hours a day, year round. I learned that in operations there just wasn’t time in the day for contemplation and topic research; one needed intuitive resources at their fingertips that were quick reads. A move to bridge design and later to standards opened my eyes to a yet broader world, which touched every aspect of railway engineering. It was clear that many groups had to do their part well for any project to succeed. Having the ability to see many facets and interconnectivity of railway engineering and maintenance from the entry level, being a front line supervisor, a field leader with increasing areas of responsibility and ultimately working at system headquarters has been instrumental in my perspective in AREMA leadership. rtands.com
AREMA: What are your thoughts on the past year as president of AREMA? SPARKS: It was a true honor that went by far faster than I could have imagined. It has been busy, productive, challenging and satisfying.
AREMA: Where do you see the organization going from here? SPARKS: The railroad industry in North America is rapidly approaching the conclusion of our second century. As noted in a previous RT&S article, the AREA president in 1920 spoke to the association about some of the very same concerns we face today: recruiting new members and retaining them in challenging economic times. In some ways our industry appears constant, yet it is filled with change. I see AREMA continuing to hone its skill in developing and delivering railroad engineering and maintenance expertise to a more diverse and dispersed membership. The pandemicinduced challenges have accelerated our capabilities to utilize technology to handle association affairs that simply would not have been possible just five years ago. This success bodes well for AREMA handling the challenges of years to come.
AREMA: Have you reached all the goals you
set? SPARKS: My high-level goal is the same for
every position I have been fortunate to hold. That is to leave it in better shape than I found it. In a solid professional organization such as ours, that isn’t simple, as my predecessors have done the same. A few examples of progress include concerns, suggestions, and ideas voiced by our committee leaders have been acted upon in an ongoing technology upgrade aimed at reducing the administrative burden on our volunteer committee leaders. The symposium concept was successfully reintroduced this year and provided focused content in an area near and dear to railroad front-line maintenance supervisors. Progress also has been made to improve both the real and perceived value that an AREMA membership provides. AREMA: What did you accomplish during your term in office? SPARKS: Several items were accomplished, all of which were only possible with the efforts of our members and AREMA World Headquarters staff. Time will tell, but the technology upgrade that is in direct response to the concerns and suggestions of our committee leaders shows great promise to have lasting positive impact. In addition, the symposium concept was a success and set the standard
AREMA: What do you see in the future for AREMA? SPARKS: The industry and our association benefit from the long tenures and accumulated experiences and expertise of our members. However, reduced railroad staffing levels, automation, and the increasingly transient nature of people in general indicate the challenge of membership and retention will remain vital. Recent changes such as the updated Life Member program go a long way to retaining our senior members whose knowledge and participation is invaluable. On the other end of the membership spectrum, our new members need to experience the value of their AREMA membership. Even if a person moves among multiple employers as well as into and out of the railroad industry, they need to feel the value for their membership dollar and consider railroad engineering and maintenance expertise as a competitive advantage in the marketplace that must be kept current. Our recent advancements, highlighted by our first ever Virtual Conference & Expo, are a good indication that your association is innovative, dynamic, and responsive to changing conditions. All of these qualities bode well for a successful AREMA for the future. September 2020 // Railway Track & Structures 43
FYI
AREMA Educational Foundation Scholarship winner—Where are they now? kick-started in railroading. When applying for internships, and later jobs, having received a scholarship from such a wellknown railroading organization helped me to stand out from the crowd. AREMA: What is the biggest accomplishment during your career at Canadian Pacific? THURSTON: My biggest accomplishment with Canadian Pacific thus far is having helped to complete the installation of the Wayside devices for the PTC system. I am proud to say I was a part of such a monumental task. AREMA: Outside of your career, what do you do with your spare time? THURSTON: In my spare time I enjoy travelling the world, as well as mountain biking, hiking, and driving/tinkering with my cars.
GREGORY THURSTON Canadian Pacific
A
REMA: In 2014, you were the recip-
ient of the Communications & Signals Functional Group Scholarship. How did this impact you while you were at West Virginia University? GREGORY THURSTON: The scholarship helped me mitigate some of the costs that were associated with schooling, but more importantly it helped me get my career
AREMA: If you could tell your younger self one thing, what would it be? THURSTON: You never know what tomorrow will bring!
• See you online at the AREMA 2020 Vir tual Conference & E xpo, Sept. 13-17. For the latest information about conference Keynote Speakers, technical presentations, Expo and the schedule, visit www.conference.arema.org. • Order the 2020 Manual for Railway Engineering now. The manual consists of railway engineering reference material and recommended practices for the industry. Order online now at www. arema.org, or contact mbruins@arema. org for more details. • Leverage the power of your trusted a s s o c i ati o n’s Ra i lwa y C a re e r s 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. • Demonstrate that you are a professional by joining AREMA membership today. AREMA members are dedicated to improving their practical knowledge and are interested in exchanging information with your peers in order to advance the railroad engineering industry.
For more information about the AREMA Educational Foundation, visit www.aremafoundation.org.
AREMA 2020 Virtual Conference & Expo Technical Sessions Technical Sessions Expo Power Hours THURSDAY, SEPT. 17 Expo Meet The Next Generation Networking Java Exchange President Farewell and Recognition of AREMA Officers Incoming President’s Speech and Installation of AREMA Offices Keynote: Anthony B. Hatch Technical Sessions Technical Sessions Technical Sessions Expo Power Hours
44 Railway Track & Structures // September 2020
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rtands.com
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rtands.com RTS_RailBriefAd_QuarterPage_Final.indd 1
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September 2020 // Railway Track & Structures 47
AD INDEX
FAX #
PAGE #
E-MAIL ADDRESS
COMPANY
PHONE #
American Concrete Products Co.
402-339-3670
Danella Rental Systems, Inc.
561-743-7373
561-743-1973
SBolte@danella.com
12
Diversified Metal Fabricators
404-875-1512
404-875-4835
sales@dmfatlanta.com
8
Focused Technology Solutions
973-705-7170
info@focusedts.com
C4
Hiab USA, Inc.
419-482-6000
Jani.Koskinen@hiab.com
2
Holland Lp
708-672-2300
708-672-0119
sales@hollandco.com
27
Hougen Manufactruing Company
866-245-3745
800-309-3299
info@trak-star.com
16
L.B. Foster Co.
412-928-3506
412-928-3512
glippard@lbfoster.com
35
Landoll Corporation
800-428-5655
888-293-6779
jim.ladner@landoll.com
21
Light Rail
212-620-7205
212-633-1165
conferences@sbpub.com
45
Loram
763-478-6014
763-478-2221
sales@loram.com
13
Montana Hydraulics
406-449-3464
406-449-3465
dehlke@mthyd.com
29
Next Gen Train Control
212-620-7205
212-633-1165
conferences@sbpub.com
C3
NRC
202-715-2920
202-318-0867
info@nrcma.org
14
OMNI Products, Inc.
815-344-3100
815-344-5086
bcigrang@omnirail.com
33
Orgo Thermit Inc
732-657-5781
732-657-5899
georgeanne.tutunjian@orgothermit.com 7
Pandrol USA, L.P
800-221-CLIP
856-467-2994
Railway Education Bureau The
402-346-4300
402-346-1783
bbrundige@sb-reb-com
17
REMSA
202-715-2921
202-204-5753
info@remsa.org
10
Sperry Rail Services
203-791-4507
robert.dimatteo@sperryrail.com
18
Trimble
678-597-3156
678-597-0156
rail.trimble.com/rail@trimble.com
23
Willamette Valley Company
541-484-9621
541-484-1987
alisha.barrowcliff@wilvaco.com
11
ZTR
519-452-1233
519-452-7764
railwayinfo@ztr.com
C2
bhutchinson@enterprise-properties.com 38
15
Norfolk Southern Corporation
39
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,
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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.
48 Railway Track & Structures // September 2020
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