RT&S July 2018

fastening systems Demand for solutions is robust, but what affect could tariffs have?

July 2018 | www.rtands.com

Question Persuade - Refer Metra’s efforts to prevent suicide by rail.

special trackwork

Suppliers reinvest in facilities to provide better components.

And also

rtands.com

Arema News P.30

February 2018 // Railway Track & Structures 1

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contents

July 2018

FEATURES

16

Fastening Systems Suppliers discuss enhanced products, where business is growing and how tariffs could impact the market.

22

24 NEWS

DEPARTMENTS

4

Industry Today CN’s provincial investments, PTC update from Amtrak and BNSF, freight returns to NYSW Utica line and more.

12

8

Supplier News Acquisitions, contracts and other news

TTCI Researchers evaluate fitness for service concepts related to the effects of railcar length on steel railroad bridges.

30

9

People New hires, promotions and appointments

AREMA News Message from the president; Board of Governors election; Getting to know Ronald Berry.

35

Products A new mobile device and light tower are highlighted.

36

Calendar

37

Advertisers Index

37

Sales Representatives

38

Classifieds Advertising

40

Professional Directory

Fasteners being installed in Texas.

Story on page 16

Progress Rail Corporation

Credit: Vossloh Fastening Systems

Follow Us On Social Media @RTSMag

rtands.com

Metra’s QPR Gatekeeper training Questions-PersuadeRefer – these three words form the foundation to suicide awareness training that empowers Metra employees to recognize signs of distress.

24

Special Trackwork Railroads want improved performance and less maintenance when it comes to special trackwork.

COLUMNS

3

On Track Association scholarships

11

NRC Chairman’s Column Summertime safety and Capitol Hill updates

July 2018 // Railway Track & Structures 1

The Smart Rail Track by Vossloh.

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On Track

Association scholarships Vol. 114, No. 7 Print ISSN # 0033-9016, Digital ISSN # 2160-2514 EDITORIAL OFFICES 20 South Clark Street, Suite 1910 Chicago, Ill. 60603 Telephone (312) 683-0130 Fax (312) 683-0131 Website www.rtands.com Mischa Wanek-Libman Editor mischa@sbpub.com Kyra Senese Managing Editor ksenese@sbpub.com CORPORATE OFFICES 55 Broad St 26th Fl. New York, N.Y. 10004 Telephone (212) 620-7200 Fax (212) 633-1165 Arthur J. McGinnis, Jr. President and Chairman Jonathan Chalon Publisher Mary Conyers Production Director Nicole Cassano Art Director Aleza Leinwand Graphic Designer Maureen Cooney Circulation Director Michelle Zolkos Conference Director Customer Service: 800-895-4389 Reprints: PARS International Corp.

253 West 35th Street 7th Floor New York, NY 10001 212-221-9595; fax 212-221-9195 curt.ciesinski@parsintl.com

I

was flipping through past issues of Railway Track & Structures, when my eye landed on a sentence from a past recipient of a scholarship awarded by the AREMA Educational Foundation: “There are not many other industries that show the generosity that the rail industry does for undergraduate students.”

I agree. From the various student outreach efforts to vast internship opportunities to the open invitation students have to attend various conferences, this is an industry that lays the welcome mat out and lets students know they are wanted.

Chances are that if you are reading this column, you or your employer is a member of a rail industry association. The number of scholarships available through these associations is one way the industry shows its generosity toward students.

Association scholarships provide added value to members and, hopefully, a way to perpetuate knowledge within a particular industry or market.

The association responsible for awarding the most, in terms of dollar amount and number of awards, is the AREMA Educational Foundation, which recognizes engineering students. In 2018, it awarded 33 scholarships totaling $68,000.

Many associations do not require a specific area of study, only that a member is in good standing and that a parent/ grandparent work within the industry. A

roundup is below.

Railway Supply Institute’s Thomas D. Simpson Annual Undergraduate Scholarship awards a minimum of five scholarships in the amount of $2,500 – $5,000 each.

Railway System Suppliers, Inc., awards scholarships worth $8,000, payable over a student’s undergraduate career as long as that student remains above a GPA threshold.

Railway Tie Association awards two scholarships in the amount of $2,000.

Railway Engineering-Maintenance Suppliers Association, Inc., will award seven scholarships in 2018. One scholarship of $7,500 will be awarded, one of $5,000 and five worth $2,500 each.

While the deadlines have passed for the above, it’s not too early to mark your calendars for next year and there are two scholarships still open.

The first is from the League of Railway Women, which awards $1,500 to a woman involved in the rail industry who is pursuing post-secondary studies. The deadline is July 31.

The National Railroad Construction & Maintenance Association is accepting applications until Aug. 31 for a trio of scholarships including a $12,000 first place award, $6,000 second place and $3,000 third place.

Good luck to all the students out there.

Mischa Wanek-Libman Editor

Railway Track & Structures (Print ISSN 0033-9016, Digital ISSN 2160-2514), (USPS 860-560), (Canada Post Cust. #7204564; Agreement #40612608; IMEX P.O. Box 25542, London, ON N6C 6B2, Canada) is published monthly by Simmons-Boardman Publ. Corp, 55 Broad St. 26th Floor, New York, NY 10004. Printed in the U.S.A. Periodicals postage paid at New York, NY, and additional mailing offices.

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POSTMASTER: Send address changes to Railway Track & Structures, P.O. Box 3135, Northbrook, IL 60062-3135.

July 2018 // Railway Track & Structures 3

Industry today

C

anadian National plans to spend CA$1.04 billion (US$800 million) within seven provinces to expand and maintain its network in 2018. The investment is part of the railroad’s record CA$3.4 billion (US$2.62 billion) capital plan for the year.

Canadian National plans to spend CA$1.04 billion (US$800 million) within seven provinces to expand and maintain its network in 2018. The investment is part of the railroad’s record CA$3.4 billion (US$2.62 billion) capital plan for the year.

CN says the provincial capital plans will also focus on replacing, revamping and maintaining key track infrastructure to enhance safety and efficiency.

“Our investments in infrastructure, equipment and people will help us deliver superior service to our customers across the province and North America. Additionally, our substantial investments to renew our existing railway infrastructure underscore our commitment to operating safely,” said Doug Ryhorchuk, vice president of CN’s Western Region.

The province to see the largest block of capital will be British Columbia where CN plans to invest CA$340 million (US$261 million).

Planned expansion projects include the construction of four new passing sidings between Prince Rupert and Jasper, Alberta, as well as the extension of three passing sidings between Prince Rupert

4 Railway Track & Structures // July 2018

and Jasper. A siding extension is also planned north of Kamloops on CN’s Vancouver to Edmonton corridor.

Maintenance program highlights will include the replacement of about 115 miles of rail, as well as the installation of more than 335,000 new crossties. The railroad is also set to rebuild approximately 50 gradecrossing surfaces and perform maintenance on bridges, including a continuation of the multi-year maintenance project on the Fraser River Bridge.

CN’s Alberta network will see a CA$320 million (US$246.2 million) investment, which includes the installation of more than 30 miles of new double track in four locations along its busy transcontinental corridor across the province and rail yard expansions that will improve efficient movement of rail cars into and out of Edmonton.

CN will construct 12 miles of double track west of Edmonton across Parkland County, close to seven miles of double track near Wainwright, east of Edmonton, about seven miles of double track near Tofield, east of Edmonton and close to 11 miles of double track near the Alberta-Saskatchewan border.

Yard projects include a new bypass track at Walker Yard in Edmonton, new storage and bypass tracks at Scotford Yard northeast of Edmonton for additional car storage and improved operational efficiency and new track capacity at CN’s yard in Swan Landing.

Alberta will also see approximately 130 miles of new rail and more than 270,000 crossties, as well as 40 grade-crossing surface rebuilds.

CN’s Quebec and Saskatchewan networks will each see a CA$210 million (US$161.54 million) investment. Close to 40 miles of rail and 155,000 crossties will be installed in Quebec, while Saskatchewan will see 40 miles of rail replaced and 180,000 new crossties.

CN will also rebuild more than 35 gradecrossing surfaces in Quebec and 20 grade-crossing surfaces in Saskatchewan.

Moving on to Manitoba, CN plans a CA$130 million (US$100million) capital program for the year. In Winnipeg, CN will add a dozen new and extended tracks within its Symington Yard, the centerpiece of CN’s transcontinental network, improving the efficient handling of rail cars from across Canada and the United States.

Maintenance program highlights include the replacement of roughly 30 miles of rail and the installation of more than 80,000 new crossties. Crews are also set to rebuild about 20 grade-crossing surfaces.

CN’s planned CA$30 million (US$23.08 million) capital plan in New Brunswick includes the installation of 20 miles of new rail and more than 50,000 crossties. The railroad will spend CA$10 million (US$7.69 million) in Nova Scotia, which includes the installation of six miles of rail and more than 2,100 crossties.

The provincial plans are in addition to what Canadian National has spent on its network during the past five years, including: • More than CA$1.1 billion (US$846 million) in British Columbia • More than CA$1.2 billion (US$923 million) in Alberta • More than CA$1.2 billion (US$923 million) in Quebec • Approximately CA$650 million (US$500 million) in Saskatchewan • Approximately CA$675 million (US$519.23 million) in Manitoba • CA$150 million (US$115.38 million) in New Brunswick • Approximately CA$50 million (US$38.46 million) in Nova Scotia Additional maintenance will also be performed in all provinces and includes work on culverts, signal systems and other track infrastructure. rtands.com

Canadian National

Canadian National outlines more than CA$1 billion in provincial capital plans

Industry today

Amtrak hits PTC milestone while BNSF files for a deadline extension, citing interoperability issues Amtrak, working with BNSF, activated Positive Train Control (PTC) on BNSFowned subdivisions that host the Southwest Chief and California Zephyr. The activation on host-owned territory used by Amtrak is a first for the railroad, which expects full PTC activation on BNSF routes with these two trains by the end of August.

Amtrak said it is “on track to achieve installation and operation of PTC across the network it controls by the year-end deadline, and is working with partners throughout the industry to advance this system on host infrastructure. Where PTC is not implemented and operational, it is expected that nearly all carriers will qualify for an alternative PTC implementation schedule under law. For those carriers and routes operating under an extension or under an FRA-approved exemption, Amtrak is performing risk analyses and developing strategies for enhancing safety on a routeby-route basis to ensure that there is a single level of safety across the Amtrak network by Jan. 1, 2019.”

“Amtrak’s highest priority is ensuring the safety of our passengers, our crews and the communities we serve, and full implementation of PTC will make the entire network safer,” said Amtrak Executive Vice President of Safety Ken Hylander. “While we are excited to achieve this milestone, we must continue to work together to activate PTC and make the national railroad network safer.”

“This is a great step for Amtrak,” said BNSF Assistant Vice President Network Control Systems Chris Matthews. “We have the infrastructure in place that allows Amtrak to operate on our network. We have partnered with them on the federal mandate and in some cases beyond the federal mandate to install PTC on subdivisions not required of BNSF. We look forward to continuing that partnership as they roll-out PTC along our routes.”

Despite BNSF’s success with Amtrak and other tenant railroads with PTC interoperability, the Class 1 says not all railroads that operate on BNSF will have completed their PTC installation by the end of 2018. For this reason, BNSF filed a two-year extension request of the PTC deadline with the Federal Railroad Administration (FRA).

As of December 2017, BNSF had fully

installed and was operating under PTC on all mandated subdivisions in advance of the Dec. 21, 2018, deadline. BNSF explains that the extension request was filed and is required due to FRA’s current interpretation of the law that full implementation status cannot be achieved until all non-BNSF trains and/or equipment operating on its PTC-equipped lines are also PTC-compliant.

The railroad says interoperability of PTC systems between Class I, commuter and shortline rail carriers remains a challenge.

“BNSF has succeeded in the adoption of this key safety technology. Even with this request for a deadline extension, BNSF’s PTC network is installed and we are currently running, and will continue to run, more than a thousand trains daily with PTC as we continue to refine the system and resolve technological challenges,” said Matthews.

Amtrak

CSX has put six lines up for sale CSX Corporation (CSX) is soliciting bids on six rail segments. The move is part of a broader aim by CSX to drive asset utilization, improve efficiency and facilitate long-term value for the company.

The decision to market the non-core properties, which total about 650 miles, follows a detailed evaluation of each line and its potential to be operated more effectively by a highly qualified third party.

CSX is soliciting bids for the following non-contiguous properties: Massena Line: Line extending north from Syracuse, N.Y., to Canada Baldwinsville Subdivision: Branch line west of Syracuse, N.Y. West Albany and Rensselaer, NY: rtands.com

Collection of properties near Albany, N.Y. Cumberland Valley: Feeder lines extending east of Corbin, Ky. Eastern North Carolina: Branch lines terminating in Grangers and Plymouth, N.C. Marietta Subdivision: Branch line extending north out of Parkersburg, W.V. The Class 1 railroad said it will maintain a focus on ensuring local operators foster continuity of service for customers as it seeks buyers who wish to grow traffic along these lines.

CSX said no short-term impacts are expected to affect customers as a result of this effort.

“CSX is reviewing every aspect of the company’s network to be sure that each asset is maximized for efficiency and adds value to

our company’s long-term business needs,” said James M. Foote, president and CEO. “We believe these efforts will identify a robust pipeline of opportunities that will deliver material value to CSX over the next several years.”

The initiative will allow CSX to focus on improving the operational performance of its core network, enhancing asset utilization, cutting down on transit times and facilitating increased reliability.

“These lines may be purchased by one buyer, multiple buyers or may not be sold at all, depending on the bids received,” CSX added.

Prospective bidders can visit the “Rail Line Acquisitions and Sales” page accessible at www.csx.com to express interest.

July 2018 // Railway Track & Structures 5

Industry today

Agreement to provide $600M for Portal Bridge construction New Jersey Transit’s Board of Directors on June 13 approved a financing agreement with the New Jersey Economic Development Authority (NJEDA) that provides up to $600 million toward the construction of the first phase of a new Portal Bridge, a key component of the ambitious Gateway Project to improve passenger rail service between New York City and New Jersey. The funding commitment “solidifies New Jersey’s local share of the project cost,” NJ Transit said.

The resolution authorizes the issuance of up to $600 million in bonds from the state’s Transportation Trust Fund, to be repaid over a 30-year term. This same funding structure was utilized in 1999 for the construction of NJ Transit’s River LINE light-rail system.

The existing Portal Bridge, built in 1910 by the Pennsylvania Railroad, is a two-track, swing-type drawbridge that spans the Hackensack River in New Jersey. In recent years it has, due to its age, become an

expensive maintenance nightmare for the Amtrak B&B crews responsible for its upkeep. It is known as a major choke point for NJ Transit and Amtrak trains.

Design and engineering plans for the new Portal Bridge call for twin two-track, fixed-span structures costing an estimated $1.5 billion.

The new bridge will have clearance that accommodates current and forecasted maritime traffic, eliminating the need for a moveable span that interrupts rail operations and results in delays due to mechanical failures.

Portal North, fully designed and permitted, is included in the NJ Transit/NJEDA resolution. Portal South is proposed as part of the Gateway Program, and when complete will double train capacity, combined with two new Hudson River tunnels.

“Our customers have suffered far too long from the outdated, unreliable Portal Bridge,” NJ Transit said. “A new bridge can’t wait any longer.”

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6 Railway Track & Structures // July 2018

NYSW moves first freight on Utica line in 12 years A rail restoration project more than a decade in the making came to a successful close on June 13 with the blast of a train horn.

The first freight shipment in 12 years on New York Susquehanna and Western (NYSW) Railroad’s Utica Line consisted of a locomotive pulling two flat cars carrying hollow steel beams from Elkhart, Ind., to New York Mills near Utica, N.Y. Service was suspended along the line in 2006 following severe damage by floodwaters in 20 locations within Chenango County. The 100-year flood event shutdown 40 miles of track and made it impossible to send goods from Binghamton to Utica, as well as cutting off access to important interchanges enabling goods to travel to farther locales by rail.

Two years later NYSW filed papers to abandon the line. However, as the County of Chenango Industrial Development Agency (CCIDA), explains, the line was considered to be vital transportation infrastructure.

CCIDA objected and began laying the groundwork for a restoration project, starting with a 2010 study by the engineering firm Stone Consulting.

In 2011, CCIDA was awarded a $772,000 grant from the New York State Department of Transportation towards repairing the line.

That funding, plus contributions from Chenango County, Development Chenango Corporation, CCIDA and NYSW leveraged a $4.7 million dollar grant from the U.S. Economic Development Administration, which was awarded in 2013.

In 2015, Frontier Railroad Services was selected in 2015 to restore the line. Work included washout repair, installation of new culverts and other drainage installations and the placement of hundreds of new rail crossties. NYSW’s own labor force performed repairs to the electronic and mechanical equipment at grade crossings along the 45-miles of track in Chenango County, completing that work in June of 2018.

CCIDA hopes the steel beam shipment will be the first of many as the restored freight rail service is now being marketed to potential customers in Chenango County and elsewhere on the NYSW system. rtands.com

Industry today

New Haven Line opens for service

Commercial rail facility opens in Oshkosh, Wis.

Federal, state and local officials hailed the mid-June opening of the Hartford Line in Connecticut as an investment in economic growth and development.

The regional passenger line runs along the I-91 corridor in central Connecticut and connects New Haven, Hartford and Springfield. New Haven and Hartford will see 17 trains a day, while 12 of those will continue on to Springfield.

“With the launch of the Hartford Line, Connecticut is taking long-overdue, bold steps to invest in our future – laying the tracks for job growth, business expansion, and the revitalization of our urban areas,” Connecticut Gov. Dannel P. Malloy said. “If we want our state to be competitive and attract the jobs of the future, investing in our transportation system is not optional.”

A ribbon cutting was held June 15 and service began June 16. Trains will run every 45 minutes and reach speeds of 110 mph.

The Hartford Line is the first passenger service to open in the state since 1990 and is in addition to the existing Amtrak service along the corridor.

More frequent service along the route was made possible by the construction of 27 miles of new double-track along previously existing single-track sections.

Additionally, new train stations were built in Wallingford, Meriden and Berlin, and high-level platforms and other upgrades have been made at the Hartford and New Haven State Street stations.

“Investing in transportation means investing in a stronger Connecticut,” Connecticut Department of Transportation (CTDOT) Commissioner James P. Redeker said. “ We’ve already seen an explosion of interest in transit-oriented development in rail communities and we expect that will only grow as young people continue to make clear that they want transit at the heart of their hometowns.”

Construction of the line was managed by the CTDOT and the project was financed with three federal grants and state funds.

The opening of the line is about six months behind what was laid out in an agreement between the state and Amtrak. The 2015 agreement allowed the project to move forward rather than languish by integrating a reduced scope of work, cost saving measures and protections against cost overruns.

A ribbon cutting was held to celebrate the opening of a new commercial rail facility in the city of Oshkosh, Wis., on June 14.

Oshkosh contracts with Watco Terminal and Port Services to operate and maintain the facility, which consists of two rail spurs on city-owned land in the Southwest Industrial Park. The Wisconsin & Southern Railroad exclusively serves the rail facility.

Oshkosh Corporation, the city’s largest employer and a leading manufacturer and marketer of access equipment, specialty vehicles and truck bodies, has one of the spurs dedicated for its use. The new facility gives Oshkosh Corporation 24-hour access to the site, which was not permitted at the previous site due to its proximity to a residential neighborhood.

Certainteed Corporation, 3D Corporate Solutions, Darling Ingredients and Agri Trading use the park’s second spur. The facility is strategically located near Interstate

rtands.com

41, and has capacity to serve other interested regional businesses. The city has also identified potential expansion plans to serve future demand.

The facility was built in part with a $1,009,000 Transportation Economic Assistance (TEA) program grant from the Wisconsin Department of Transportation (WisDOT). The TEA program provides financial assistance to help communities with road, rail, harbor or airport improvements to attract employers to Wisconsin, or encourage a state employer to expand in the state. The program will reimburse up to 50 percent of the eligible cost of the transportation improvement.

“Partnerships like this, between the state, the community and private business, are critical to Wisconsin’s success,” said WisDOT Secretary Dave Ross. “The TEA program is a valuable tool for the department to support economic development.”

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Industry today

Supplier News AECOM and WSP USA will act as the lead consultants on the feasibility and environmental impact studies of Mid-Ohio Regional Planning C o m m is si o n’s Ra p i d-S p e e d Transportation Initiative. AECOM was also contracted by the Nashua, N.H., to study the restoration of rail service.

The American Short Line and Re g i o n a l Ra i l ro a d A s so c i a ti o n (ASLRRA) named Bergmann, HDR, Inc., and R.L. Banks and Associates, Inc., as Preferred Providers to help members take advantage of federal grant opportunities.

The Frontier-Kemper/Tutor Perini Joint Venture has received a notice of inte nt to award a contrac t f ro m th e Lo s A n g e l e s C o u nt y M e t r o p o l i t a n Tr a n s p o r t a t i o n Authority for the Purple Line Extension Section 3 Tunnels Project.

H i l l I nte rn a t io n a l re ce i ve d a n amendment to provide program management services for the Metro Gold Line Foothill Extension project.

SKF and Siemens Mobility have entered into a partnership that will integrate SKF’s Insight Rail c o n d i ti o n-b a s e d m a i nte n a n c e te c h n o l o g y S ie m e n s’ Ra i l i g e nt Application Suite.

Chicago Infrastructure Trust and the city of Chicago have selected The Boring Company to develop the Chicago Express Loop between O’Hare International Airport and downtown Chicago.

Federal, state grants to help fund CREATE projects The Chicago Region Environment and Transportation Efficiency (CREATE) Program, which aims to untangle freight and passenger train movements in and around the Chicago metropolitan area, was awarded grants – one state and one federal – to help finance two projects.

The 75th Street Corridor Improvements and Argo Connections project, sponsored by the Illinois Department of Transportation (IDOT), was one of 26 projects recommended for federal funds as part of the FY18 Infrastructure for Rebuilding America (INFRA) grant program.

The 75th Street Corridor project is the largest in the CREATE Program and the group of projects recommended for the $132-million INFRA grant include the Forest Hill flyover, which consists of a new north-south flyover structure eliminating conflicts between north-south and east-west train movements at the Forest Hill Junction; the 71st Street Grade Separation will separate the Western Avenue rail corridor from 71st street and the Argo Connections component will improve connections at the Argo and Canal junction, address the 87th Street chokepoint, and increase capacity at Argo yard.

According to the award summary, the project reduces opportunities for conflict and rail network congestion for more than 2 million railcars per year, generating significant safety and mobility benefits.

“This award will result in a significant advance for our transportation system,” Illinois Gov. Bruce Rauner said. “It means we can finally eliminate the 75th Street bottleneck and start enjoying the

THE

commercial benefits that come with modernization and more efficient movement of goods and people through Chicago and Illinois, the nation’s most important transportation hub. It is a tremendous achievement by all of the partners involved.”

The federal funding is matched by $111 million from IDOT, $116 million from the American Association of Railroads, $78 million from Cook County, $23 million from Metra, $9 million from the City of Chicago and $5 million from Amtrak.

CREATE will also benefit from a $49.9 million grant from IDOT to the Chicago Department of Transportation. The grant was one of 23 IDOT awarded to improve the mobility of freight throughout the state and provide long-term benefits in congestion relief and economic opportunity.

The grant will help fund the Columbus Avenue & Belt Railway Company of Chicago Grade Separation. The project is also known a GS11 in the CREATE Program. According to CREATE’s website, the project will reduce congestion and improve safety for more than 11,000 vehicles per day by grade separating a “911 Critical Crossing.”

“This unique partnership improves service for both Chicagoland rail commuters as well as freight rail customers across the country,” said Ed Hamberger, president and CEO of the American Association of Railroads. “By leveraging the privatesector investments of the freight railroads with funds from Metra, Amtrak, state, city, county and federal funds, the goals of both the private and public-sector partners can be achieved.”

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Industry today

People Linda Bauer Darr, president of the AMERICAN SHORT LINE AND REGIONAL RAILROAD ASSOCIATION, will depart the organization July 27 to serve as president and CEO of the American Council of Engineering Companies.

CIT GROUP INC. appointed Randy Kaploe as senior vice president to lead the Rail Division’s sales efforts along the U.S. Gulf Coast, in Mexico and in Western Canada.

DALL AS ARE A R APID TR ANS IT promoted Nicole Fontayne-Bardowell to serve as executive vice president and chief administrative officer.

Denise Perry has been promoted to vice president of Human Resources for ENSCO, Inc., effective July 2.

HDR Vice President Maggie Walsh was selected to serve as chair of the Wo m e n’s Tra n s p o r ta t i o n S e m i n a r International Board of Directors.

HERZOG RAILROAD SERVICES, INC.,

hired Ron Rhodes as key account manager, representing HRSI to Canadian Pacific and Canadian National accounts.

Industry-Railway Suppliers, Inc., has appointed Darwin Hanneman as key account manager, overseeing the accounts of BNSF and Canadian Pacific.

NEW YORK AIR BRAKE appointed Ulisses Camilo President and CEO. He will succeed current President and CEO Michael J. Hawthorne, who has accepted the position of President and CEO at Bendix Commercial Vehicle Systems LLC. M e t r o p o l i t a n Tr a n s p o r t a t i o n Authority’s NEW YORK CITY TRANSIT selected Alex Elegudin as the agency’s first systemwide accessibility chief.

NORTH AMERICAN MAINTENANCE RAILWAY CLUB has named Greg Spilker of ENCORE RAIL SYSTEMS, INC., as the club’s Supplier of the Year 2018.

The ORANGE COUNTY TRANSPORTATION AUTHORITY appointed industry

veteran Jennifer Bergener to the company’s newly-created position of chief operating officer.

Th e PO RTS O F I N D IANA ta p p e d Va n ta C o d a I I to s e r v e a s C E O, effective July 1. Coda will succeed Rich Cooper, who is set to retire after 16 years with the company.

R AILPROS FIELD SERVICES, INC., added Joe North as vice president for the company’s expanding Northeast division.

T h e R A I LWAY A S S O C I AT I O N O F CANADA tapped Marc Brazeau to serve as president and CEO, effective July 3.

SOUND TR ANSIT named Kimberly Farley as the agency’s deputy chief executive officer, and in late 2019 will succeed Mike Harbour, the company’s departing deputy CEO. Julie D’Orazio was named national market leader for transit and rail at engineering and professional services consultancy WSP USA.

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July 2018 // Railway Track & Structures 9

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NRC Chairman’s Column

Summertime safety and Capitol Hill updates

W

“

Make sure that work place safety is always in the forefront.

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

e have made it through what seemed like a short spring, and now summer is in full swing!

Temperatures throughout the country have touched the 80s, 90s and, in my home state of Texas, 100 and beyond. As all our association members are in full summer production, I want to share a few thoughts on safety based on my 42 years in this business.

Safety must be the first duty for each one of us. The environment that we work in every day is not inherently unsafe, but if you make a mistake, are fatigued or are under the influence, it is indeed an extremely unforgiving environment.

First, please take advantage of the NRC Safety Videos for use in your safety meetings and training. In January 2018, the following two Safety Videos were released; 1. Video #23: Recognizing Fatigue. It is imperative that we not only consume an adequate amount of liquids everyday while working in the field, but we must also get adequate rest to restore our bodies prior to hitting the ballast the next day. Everyone needs to be able to recognize the symptoms of fatigue and respond appropriately. Our employees are simply much more vulnerable to accidents if they are fatigued.

2. Video #24: NRC participation in Class 1 railroad video “Recognizing Signs and Symptoms” updated for the FRA 219 Drug and Alcohol regulations. No one wants to put themselves or their teammates’ safety in jeopardy working with someone who is not in full control of their faculties. When drugs or alcohol are suspected by observation and recognition of signs and symptoms, then immediate action must be taken to mitigate the concern.

Second, make sure that work place safety is always in the forefront. Do job briefings so that everyone completely understands the work to be performed and safety briefings to make sure that everyone recognizes the hazards and mitigates them by removing them completely or ensuring that safety precautions are taken to prevent accidents and injuries. Each time the job changes the job briefing and safety briefing must be updated.

Third, make sure every employee understands the type of track protection they are working under. This is not only a railroad rule, but it is also federal law and each

employee involved can be held accountable for rule compliance.

Fourth, take frequent breaks and consume lots of water in order for the body to stay hydrated and not succumb to heat stroke.

On a different note, I’m happy to provide an update from Capitol Hill regarding NRC’s government affairs efforts: 1. Grassroots events (i.e., Congressional visits) are going strong this year, with three in June as NRC member Geismar – MTM hosted Rep. Mark Sanford in Beaufort, S.C., NRC member Knife River hosted Rep. Peter DeFazio in Harrisburg, Ore., and NRC member RailWorks Corp. hosted Rep. Randy Weber in Deer Park, Texas. Current legislative efforts include the following; 2. Truck size and weights – we continue to work with a broad range of rail, law enforcement and safety allies to keep these unwelcome, unwanted and unwarranted changes at bay.

3. Shortline rehabilitation tax credit – we continue to support the shortlines in their effort to get this credit extended.

4. STB re-regulation – we continue to support the freight railroads as we share the truth that current balanced regulatory regime is working.

5. Grant programs such as BUILD (formerly TIGER), CRISI, INFRA and New Starts – we work with allies to support robust funding for these programs.

6. RRIF Loan program – this program remains in desperate need of improvement.

Our NRC staff in Washington, D.C., does a phenomenal job, but they also need our support. Please familiarize yourself with these legislative issues and contact your congressmen and senators in support of our customers. For more information related to Capitol Hill topics, please reach out to NRC staff at CC&H via email or phone at anytime.

Please mark your calendars for Jan. 6-9, 2019, at the J.W. Marriott, Marco Island, Fla., and don’t miss this major industry event. In closing, I would like to wish everyone a safe and productive month.

Mike Choat NRC Chairman July 2018 // Railway Track & Structures 11

TTCI r&D

Tests help validate TTCI’s bridge fitness for service analytical model TTCI evaluates how various railcar lengths impact steel railroad bridges.

by Anna M. Rakoczy, principal engineer I; Duane Otter, scientist, Transportation Technology Center, Inc.

T

ransportation Technology Center, Inc. (TTCI), tested a steel railroad bridge under revenue service operations to evaluate fitness for

service concepts related to the effects of railcar length on steel railroad bridges. The analysis and preliminary test results show that the stress cycles from a moving load can be higher at locations other than the mid-span location.

Therefore, the stress cycles at cover plate terminations should be evaluated in addition to the traditional mid-span location for many typical railroad spans. On the tested span, the highest cyclic stress ranges for fatigue consideration were found to occur under the longer railcars (53-foot coal cars and 60-foot grain cars) as compared to the shorter cars (42-foot cement cars and 45-foot tank cars). However, the highest maximum live load stresses were found to occur under the shorter railcars as compared to standard 53-foot coal cars and

Figure 1: Calculated cyclic stress range envelopes.

12 Railway Track & Structures // July 2018

60-foot grain cars.

This article presents test data to confirm the analytical calculations. It focuses on: differences of stress cycles resulting from different railcar lengths for various locations along the span, including cover plate terminations; and the peak stress comparisons between loaded short cars and loaded 53-foot railcars.

Results to date The investigated steel deck plate girder (DPG) bridge is located in Pueblo, Colo., above the Fountain River on the BNSF Railway Company Pueblo Subdivision, just east of Pueblo Junction.1 The bridge has five ballasted deck spans with north girders (G1) of 113 feet, 10 inches overall length (111 feet, 6 inches between bearing centers) and outside south girders (G2) of 115 feet overall length (112 feet, 8 inches between bearing centers).

The tested span validated the analytical bridge fitness for service models that TTCI has developed in that: • The analytical calculations indicated that the mid-span might not be the most critical location for evaluation, depending on railcar length and span length considerations.

• Stress ranges at cover plate terminations are the highest for this particular span.

For this girder, the mid-span location generally has the smallest stress cycle ranges from all the measured locations.

• The 42-foot railcars produced maximum live load stresses of 22- and 26-percent higher than 53-foot railcars at mid-span locations of the 113-foot, 10-inch girder and 115-foot girder, respectively.

• The test data confirmed the analytical predictions. The measured stresses closely matched predicted stresses calculated using zero impact and gross section properties of the girders.

Motivation The understanding of the service life of steel railroad bridge components is of particular importance. Service life depends on the size of the live load stress cycles more than the maximum stress. Longer spans do not experience full unloading. In that case the cyclic stress ranges are often more important than the one maximum rtands.com

TTCI r&d

live load stress cycle per train.

For a certain span-to-railcar length ratio, the number of cycles may be higher near quarter-span locations than near mid-span locations. In that case, the bridge components near a quarter span location may accumulate higher fatigue cycles throughout the service life of the bridge than those components near a mid-span location. The effect of span to railcar length ratio on service life has been discussed in previous publications.2,3 Analytical calculations Analytical predictions on this long girder span show that the mid-span is not the most critical location for fatigue for common railcars. Figure 1 shows the stress ranges that were calculated for three common unit train cars (42-foot sand or cement hoppers, 53-foot coal cars, and 60-foot grain cars) using gross section and zero impact. As the stress range envelopes show, the mid-span location has stress cycle sizes close to zero for the coal and grain cars, while other locations—specifically cover plate terminations—show higher cyclic stress ranges. Therefore, cover plate terminations are critical areas for evaluation, particularly on longer spans.

Field measurements Measurements were taken under revenue service. Data sets were collected for loaded coal trains, as well as other loaded unit trains (grain, tanks).

Five strain gauges were installed on each of the girders to estimate bending stresses: at mid-span; at 40 feet from the end; and at three cover plate terminations. The data sets were collected for 60-foot railcars of a grain train, 53-foot railcars of a coal train, 45-foot tank railcars and a mixed freight train that had a block of short, 42-foot railcars.

Figure 2 compares the stress histories for a train with 45-foot tank railcars and a train with 53-foot coal railcars.

As predicted by analysis, higher cyclic stress ranges were found to occur at the cover plate terminations than at the midspan. The mid-span stress histories show one large stress cycle due to a train and smaller stress cycles due to individual railcars.

Figure 3 compares cyclic stress ranges at various locations along the span for four types of railcars: grain railcars, 53-foot coal railcars, 45-foot tank railcars and unit trains of 42-foot cement railcars. The highest stress ranges are from 53-foot coal railcars and 60-foot grain railcars. Based on the span rtands.com

Figure 2: Measured stress histories in South Girder G2.

length from center to center of bearings, the span to railcar length ratio is 2.13 for the coal railcars and approximately 1.92 for the grain railcars. The span to railcar length ratio for the tank railcars is about 2.56 and 2.70 for the cement railcars.

The span locations that experienced the highest stress ranges are at cover plate terminations, as was predicted analytically and shown in Figure 3. The stress range estimated from strain gauge measurements, due to 53-foot coal railcars at cover plate 2 termination on girder G2, is about 1.15 ksi.

This is in acceptable agreement with 1.2 ksi found from analyses (red line, Figure 1).

The stress range estimated from strain gauge measurements, due to 53-foot coal railcars at mid-span of girder G2, is about 0.1 ksi. The analysis results show a stress range of 0.07 ksi which is also in good agreement with the tests.

The differences between girders G1

and G2 are related to the differences in geometry. The beams vary slightly in overall length and have different lengths of cover plates.

Figure 4 illustrates the typical peak stresses caused by unit trains of 42-foot cement railcars, 45-foot tank railcars, 53-foot coal railcars and unit trains of grain railcars on girders G2 and G1.

The mid-span location of the south girder experienced bending stresses approximately 26 percent higher due to short railcars when compared to 53-foot common railcars. Stresses at 40 feet from the end were also more than 10 percent higher due to shorter railcars. This was predicted by analytical calculations and demonstrated through measurements on other long spans.4,5,6 The test yielded similar results for the north girder. Compared to 53-foot coal railcars, the shorter railcars produced mid-span July 2018 // Railway Track & Structures 13

TTCI r&D

bending stresses approximately 22 percent higher and stresses at 40 feet from the end approximately 10 percent higher. The maximum bending stresses at other locations along the span were less prominent.

Conclusions The tested span further validated the analytical bridge fitness for service models that TTCI is developing. The analytical calculations indicated that the mid-span might not be the most critical location for evaluation depending on railcar length and span length considerations. Stress ranges at cover plates terminations are the highest for this particular span. Stress ranges estimated from strain gauge measurements closely matched predicted stresses calculated using zero impact and gross section properties of the girders.

Acknowledgements The authors thank BNSF for allowing the TTCI team to work on its bridge and for the valuable support of Ron Berry, Jonathan Clark and Cody Conner.

Figure 3: Measured stress range comparisons for Girder G1 and G2.

Figure 4: Measured effect of car length on maximum girder stress for South Girder (top) and North Girder (bottom).

14 Railway Track & Structures // July 2018

References 1. Rakoczy, A.; Otter, D.; and Dick, S. November 2017. “Testing of 115-foot Girder Span for Fatigue Loading and Railcar Length Effects.” Technology Digest TD-17-029, Association of American Railroads, Transportation Technology Center, Inc., Pueblo, Colo.

2. Dick, S. M.; and McCabe, S. L. “Fatigue Analysis of Steel Railway Girder Bridges.”

2002. American Railway Engineering & Maintenance of Way Association 2002 Annual Conference.

3. Akhtar, M.; Otter, D.; and Doe, B. December 2008. “Validation Test of New Steel Bridge Fatigue Consideration.”

Technology Digest TD-08-053, Association of American Railroads, Transportation Technology Center, Inc., Pueblo, Colo.

4. Rakoczy, A.; Otter, D.; and Dick, S. April 2016. “Short Heavy Axle Load Cars: Analysis.”

Technology Digest TD-16-013, Association of American Railroads, Transportation Technology Center, Inc., Pueblo, Colo.

5. Rakoczy, A.; Prough, B.; Otter, D.; and Dick, S. November 2016. “Short Heavy Axle Load Cars: Testing of Longer Bridge Spans.”

Technology Digest TD-16-048, Association of American Railroads, Transportation Technology Center, Inc. Pueblo, Colo.

6. Rakoczy, A.; and Otter, D. May 2017.

“Effects of short cars on bridges.” Railway Track & Structures, Vol. 103, No. 5, pp13-15. rtands.com

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FASTENERS

Vossloh fasteners being installed along a line in Texas.

FASTENER SYSTEMS HOLD ON THE MARKET Today’s fastening solutions can stand up to any environment the railroad can offer.

By Mischa Wanek-Libman, editor

W

hile putting together our annual update on fastening systems, a few trends emerged. First, transit systems represent an increase in business and an opportunity for growth among suppliers, but this isn’t coming to the detriment of freight customers. Suppliers continue to enhance existing products to provide freight customers with superior holding power. Finally, tariffs, where the companies interviewed had mixed reactions to how and when any possible impact would be felt.

16 Railway Track & Structures // July 2018

J.Lanfranco “J.Lanfranco Fastener System’s dual sotted, all metal THU style locknuts is one of the most impact friendly locknuts on the market,” said Jason Baines, vice president.

Baines explained that the nuts offer a true single piece of design and can be installed with any standard bolt using impacts. He says the locking action is completely independent of bolt tension and will not damage bolt threads.

“Beginning in November 2017, the THU locknuts were rtands.com

installed on one of the busiest diamonds in Eastern Canada and, to date, have still not shown signs of loosening. These results have been maintained on other properties even when installed at extremely cold temperatures (-20 F) and facing spring thaws thereafter,” said Baines.

The company points to the growth of its line of ERM nuts that incorporate the same dual locking slots as other J.Lanfranco nuts, but also include a free spinning, Belleville-type washer. The company says this makes for quick and safe installations and ensures good contact with the bearing surface even when installed on foundry pieces.

The ERM-style of nut and integrated disc spring washer has been installed on splice joints to eliminate loss of bolt tension.

The full line of Lanfranco Locknuts is now stocked in North Carolina and Baines explains that none of these products will be affected by the announced steel tariffs, which have recently taken effect.

“We have made a strong commitment to both the Canadian and U.S. markets to ensure price certainty for all current and future customers,” stated Baines.

L.B. Foster L.B. Foster Company says it uses its product development expertise to advance specific product solutions to the market meeting unique customer needs.

According to Jason Bowlin, general manager, L.B. Foster Transit Products, “We are an industry leader in developing and commercializing fastener technology for North American transit agencies.

For example, we recently received approval from a key West Coast transit for our state-of-the-art high resilient fastener. Just last year, to reduce corrosion formed by stray currents, we were granted a patent for a direct fixation fastener design that significantly extends the life of fasteners used in severe environmental conditions such as tunnels. Our recent design of a resilient tie system, which incorporates a concrete block, elastomeric boot and pad, insulator and clips, has been successfully introduced to the market. We have also continued to grow our market position by allowing one-stop shopping for our customers by offering a complete package of solutions which incorporate a standard direct fixation fastener, restraining rail direct fixation fastener, special trackwork direct fixation fastener and concrete ties.”

Added Bowlin, “Business has been very robust in 2018 and our outlook for the next several years remains very strong. The federal government has increased their funding well above spending levels established in the most recent transportation bill, the FAST Act, for passenger rail in FY 2018 with the indication given recent discussions in Washington that will continue into next year. We expect that this will provide a solid base for the continued development of transit systems around the U.S. Because of our ongoing collaboration with engineering design firms and transit agencies, we are very well positioned to take advantage of these upcoming projects. In addition, with all of the recent issues surrounding U.S. and global trade, due to our strategic sourcing and manufacturing we expect no impact from potential tariffs.”

Progress Rail Progress Rail, a Caterpillar company, provides details on its innovative fastening solutions, such as GageLok screw spikes for fastening rail and plates to timber ties, ballast mats and under tie pads, embedded block systems and Loadmaster direct fixation fasteners. rtands.com

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July 2018 // Railway Track & Structures 17

MORE THAN SPECIAL TRACKWORK For your next project, voestalpine Nortrak can deliver the turnouts, crossings, concrete and composite ties, switch machines, noise mitigation technology and fastening systems.

voestalpine Nortrak Inc.

www.voestalpine.com/nortrak

fasteners

Progress Rail says it also continues to provide customers the broadest range of traditional fastening products, such as rail anchors, e-clips, ME Series and Safelok concrete tie systems, MACRO Armor for rail seat abrasion protection and repair and system wide bonded direct fixation fasteners.

GageLok screw spikes are available in many variants, including direct replacements for cut spikes (in 11/16-inch diameter) and high-strength screw spikes (in 15/16-inch diameter).

“Railroads can realize significant maintenance savings with these, which have demonstrated longer life. Tests show the GageLok 11/16 inch outperforms cut spikes in a simulated three million, cyclic load curve test, completely negating any plate cut, while maintaining holding capacity. The GageLok 15/16- inch addresses issues observed in resilient fastening plates through its increased minor diameter to prevent shear failure, unlike screws that have a higher tendency to release over time,” explains Progress Rail.

Additionally, Progress Rail provides ballast mats to protect concrete bridge decks, reduce ballast degradation, ground-born vibration and lessen impact loads on bridges to extend structure life.

The company notes that its next-generation Under Tie Pad (UTP) is available to provide resilience under the tie when ballast matting is not feasible. Progress Rail works in conjunction with edilon)(sedra to offer its UTP for the North American market. Composed of elastomer material, the UTP is available in either attrition or attenuation performance categories. Both categories have been proven to extend track and bridge deck life.

Progress Rail’s Embedded Block System (EBS) has been in service since the 1970s. A product of edilon)(sedra, EBS is represented by Progress Rail in the United States and Canada.

“This product meets a variety of performance characteristics, including those from high attenuation and lighter loads to medium and high stiffness as required by customers with higher axle load traffic. The EBS is sealed, unlike other block systems. The sealed property prevents performance degradation resulting from the intrusion of water and foreign materials that can corrupt unsealed products over time. Currently, Progress Rail has been contracted to supply EBS Resilient Tie Blocks for projects in North America, and has been exploring other options for its use with customers throughout the United States and Canada,” said the company.

For freight railroads, Progress Rail offers the Loadmaster fastener for use on slab, steel deck and timber deck bridges to reduce the track modulus of the bridge and more closely match the track on the approaches to prevent low bridge ends and reduce maintenance.

“Progress Rail’s Loadmaster DF has successfully endured the mixed traffic of the Northeast Corridor for 30 years. In that span of time, it has regularly supported 100-mph, 30-ton locomotives propelling passenger traffic along with the overnight 36- to 39-ton heavy-haul traffic of Class 1 railroads,” said Progress Rail. “Its unique and rugged design allows it to cushion the forces of all axle loads, while preventing too much vertical and lateral rail head movement.”

Progress Rail has developed the Loadmaster so it could be secured to 10-inch and 8-inch wood ties. The company notes that the performance of the Loadmaster DF and the Loadmaster Timber Tie fastening systems have demonstrated they can successfully reduce impact forces and maintenance by creating a track modulus match between ballasted track and structures, while providing a long service life.

“Progress Rail looks forward to serving the rail market with further, innovative fastening solutions. The company will continue rtands.com

Progress Rail’s Loadmaster DF has been installed on the Northeast Corridor for 30 years.

July 2018 // Railway Track & Structures 19

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fasteners

J.Lanfranco’s THU style locknut during an installation during the winter of 2017.

to broaden our product offerings to meet customer needs and expectations,” said the company.

Regarding the impact of tariffs, Progress Rail anticipates the regulations could increase material costs and the company is closely monitoring what Progress Rail products and materials could be impacted. voestalpine Nortrak voestalpine Nortrak Inc. has expanded its portfolio of fastening system products in the past year to include new rail pads, insulators and cast shoulders for concrete tie applications and new cast tie plate designs for wood and composite ties, all manufactured in its facility in Decatur, Ill. Nortrak has also launched a new partnership with Getzner USA to provide a broad range of products aimed at reducing wheel impacts and vibration including under tie pads, rail pads and plate pad systems used in freight and transit applications.

“Nortrak has spent the past year focusing on building strategic partnerships and leveraging our internal technical and manufacturing capabilities to provide an expanded array of fastening system solutions to our customers,” said John Stout, vice president of Rail Fastening.

From an overall market perspective, the company notes that it is encouraged to see an increase in Class 1 spending as a result of improved car loadings, as well as a steady flow of transit projects for system expansions and maintenance driven by strong ridership.

While voestalpine Nortrak primarily manufactures its rail fastening components in the U.S., the company does anticipate that customers may experience some disruption with global supply chains as a result of tariffs and increasing costs overseas.

“However, Nortrak has proactively managed our supply chain rtands.com

and is well positioned serve our customers with cost competitive, domestically produced products,” said Stout.

Vossloh Vossloh Fastening Systems explains its system has been a standard on Class 1s for years, and the company is beginning to see increased interest and demand from the transit industry.

Vossloh began full production if its W42 clamp in fourth quarter of 2017. Vossloh notes that the W42’s versatility – it can be used for heavy-haul commuter lines, as well as light rail or streetcar – allows the company to offer a one-top solution for all transit applications.

“Transits operators, not always having access to bigger equipment such as track laying machines are beginning to see the initial and long-term costs savings of the Vossloh system. For installation, the system comes fully assembled; once the rail is threaded you simply place the toe of the clamp on the base of the rail and tighten the lag screw, no special tools or nipping required,” explained the company.

Vossloh notes that its system does not require toe insulators and is a fully captive system relieving any long-term maintenance costs.

Vossloh says the system can be easily destressed with the loosing and tightening of the lag screw, which saves time and money.

“We hope to continue to see the growing interest from the transit sector to further diversify our North American customer base,” said the company.

Tariffs have affected Vossloh with the company noticing an increase in steel prices on the domestic market since they were announced.

“Many specialty products only available overseas from Vossloh’s own factories and suppliers being imported to the U.S. are affected by price increases,” said the company.

July 2018 // Railway Track & Structures 21

METRA

A National Suicide Prevention Hotline sign installed on the platform of Metra’s Lombard Station.

Reversing a

TREND

By Mischa Wanek-Libman, editor

D

uring Railway Age’s recent RailInsights Conference, Metra Board of Directors Chairman Norm Carlson reflected on a meeting in 2015 when he addressed the Metra Board

22 Railway Track & Structures // July 2018

with some hard news, “We have a problem and no one wants to talk about it, but we need to talk about it.”

At issue was how to address suicides by rail. Metra Chief Safety and Environmental Compliance Officer Hilary Konczal says the railroad saw a rise in suspected intentional deaths in 2015 and began looking at ways to prevent these types of events.

What Metra saw in its own statistics was part of national trend. In 2015, the U.S. experienced an increase of intentional deaths on railroad rights-of-way.

Federal Railroad Administration (FRA) data shows a 15.5 percent increase between 2014 and 2015. Illinois, where Metra serves

riders along 11 lines throughout the greater Chicagoland area, consistently ranks as the second highest state behind California for suicides by rail.

Intervention with QPR The QPR Gatekeeper training Metra launched in 2015 is becoming a bellwether for change in how railroads, not only commuter service providers, but also freight, promote suicide awareness and mitigate incidents. QPR stands for question, persuade, refer and QPR Gatekeeper training is listed in the National Registry of Evidence-based Practices and Policies.

“The QPR Gatekeeper training teaches rtands.com

Mischa Wanek-Libman

Metra is leading the charge regarding mental health and suicide awareness in the rail industry with specialized employee training.

METRA

Metra

employees how to identify someone who may be contemplating suicide, how to approach them, bring them to safety and get them the help they need,” said Konczal.

The QPR Institute draws a parallel between early intervention and increased survival rates in other health emergencies and a potentially suicidal person.

“Just as people trained in CPR and the Heimlich Maneuver help save thousands of lives each year, people trained in QPR learn how to recognize the warning signs of a suicide crisis and how to question, persuade and refer someone to help,” the institute states on its website.

Konczal explains that Metra worked with the mental health professionals at Sertoma Centre, Inc., to incorporate Sertoma Centre’s expertise into the existing QPR Gatekeeper training. Konczal says this expands how Metra employees can identify someone who may be in distress or feeling hopeless along the railroad right-of-way or on a station platform.

“In 2015, we began training our conductors, engineers, ticket agents, customer service representatives and transportation managers,” said Konczal. “We believe in the program so much, that in 2016, we brought the QPR training in house and now have a QPR-certified trainer on staff.”

Partners in mitigation QPR Gatekeeper training is one aspect of a comprehensive suicide prevention initiative. In 2017, the railroad advanced a plan to develop and install suicide prevention signs on station platforms along each of its lines.

“When someone dies on our tracks, it affects so many people – from the victim and their family to our engineers, conductors and first responders, to the customers who can be delayed on the train for up to three hours,” Carlson said in a statement at the time the signage was announced. “This is a crisis in need of a long-term solution.”

The signs were developed and finalized as part of a mental health awareness symposium Metra hosted in September 2017 titled “Breaking the Silence.” The railroad said that the goal of the symposium was to develop a short-term action plan with Metra’s stakeholders, expand its current suicide prevention efforts to include installation of signs in stations and on station platforms and explore other outreach and awareness initiatives, including partnerships with local mental health organizations.

Konczal noted that the symposium brought the conversation to the forefront of freight rtands.com

Matthew White, center, is honored during a February 2018 meeting of the Metra Board of Directors for coming to the aid of a suicidal woman while on duty along the Metra Electric Line.

and passenger rail and included Metra’s rail partners, DuPage Railroad Safety Council, county mental health departments, regional and national mental health experts, Catholic Charities, FRA, Illinois Commerce Commission, as well as the media.

“Our Board Chairman Norman Carlson has been a pioneer in leading the dialog that ‘suicide by rail is not a railroad problem, it is a community problem’ and the focus of ‘Breaking the Silence’ was to bring attention to this emerging trend and to send a clear message to the audience and public that Metra is committed to working with its stakeholders to educate the community and provide resources in an effort to turn this trend around, but we can’t do it alone. It has to be a coordinated effort,” said Konczal.

Globally, part of that effort includes the Global Railway Alliance for Suicide Prevention (GRASP), which was established in 2013 following efforts by FRA, the U.S. Department of Transportation’s Volpe Center and the Association of American Railroads to bring international experts who specialize in suicide prevention on the rail system together. GRASP meets twice a year via teleconference, webinar or in-person, to share best practices and research. Countries participating in GRASP have grown from an original count of six to eight and the anticipated participation of an additional four countries.

Additionally, FRA launched a new dashboard in mid-June intended to help visualize trespassing and suicide data along railroad rights-of-way. FRA says the Trespass and Suicide Dashboard will help analyze trespass

and suicide incidents and allow users to visually interact with the data collected.

Measure of success Konczal says that in 2017 there were 51 instances where employees intervened and in 2018 to date, there have been 32 instances where employees intervened.

However, the work to reverse a trend such as this will occur one avoided incident at a time.

Konczal points to a specific event that took place in February 2018 when a communications maintainer, Matthew White, came to the aid of a woman who was standing on the railing of a bridge over Metra tracks.

“The woman was contemplating taking her own life and he was able to talk her down to safety and get her the help she needed,” said Konczal.

Konczal explains that White’s actions, coupled with the success of the QPR Gatekeeper training, resulted in the program being expanded to all communications maintainers, signal maintainers and B&B maintenance employees.

“Employees have embraced the QPR Gatekeeper training and feel empowered to approach someone who may be exhibiting the signs of feeling hopeless and needing help,” said Konczal.

If you or someone you know are in crisis or need to talk, please call the National Suicide Prevention Lifeline anytime, 24 hours a day, 7 days a week, at 1-80 0-273TALK (8255) or visit http://www. suicidepreventionlifeline.org/.

July 2018 // Railway Track & Structures 23

special trackwork

A flange-bearing frog crossing diamond on BNSF at Moorhead Junction, Minn.

2018REPORT

SPECIAL TRACKWORK

Manufacturers continue efforts for safe, durable solutions.

M

anufacturers of special trackwork are investing to boost capacity to meet increased demands for special components such as frogs, guard rails, switch points and turnouts, and continue working to provide long-lasting products.

Atlantic Track & Turnout Co. Atlantic Track plans to unveil its new expansion joint for high-speed rail in 2018.

Railroads have expressed a renewed interest in devices that protect rail from longitudinal forces caused by thermal expansion or contraction, and directional traffic patterns, the company notes.

There is a real need in the industry to further protect welded rail and geometry, Atlantic Track said. Demand for special 24 Railway Track & Structures // July 2018

trackwork seems to be holding steady in the first part of 2018, and maintenance materials seem to be a priority where it pertains to budgets and capital expenditure.

“Transit and high-speed rail continue to be of significant importance to our company,” Atlantic Track said. “The manufacture of special trackwork for passenger rail service has been identified to be an expanded area of focus for our company.”

Not every special trackwork requirement is addressed within a set of standard plans, and the ability to offer non-plan, engineered solutions has become more difficult for the high-volume trackwork supplier, the company says.

“Because of our size and experience, especially in engineering and manufacturing, Atlantic Track can provide both mass

produced and one-of-a-kind special trackwork materials,” Atlantic Track added.

In response to the increased demand for special trackwork from Class 1 and regional railroads, Atlantic Track has significantly expanded its production capabilities and capacity by adding new machinery and equipment at its two main trackwork plants in Richmond, Ill., and Memphis, Tenn.

“While our focus is to expand capacity to meet increased demand for frogs, guard rails, switch points and turnouts, Atlantic Track remains committed to the engineering and production of our Bridge Products line and other implements for our Specialty Products division,” the company said.

L.B. Foster Company L.B. Foster manufactures and supplies rtands.com

Shutterstock.com

By Kyra Senese, managing editor

special trackwork

many types of products for special trackwork applications.

“Among the various products that we offer for special trackwork, we manufacture a broad line of Insulated Rail Joints (IJs), including both our bonded and polyurethane insulated joints,” said Sid Shue, director of Rail, L.B. Foster Company. “Our IJs are also easily adapted for a double rail configuration application for guarded turnouts and diamond crossings as well as with clearance for rail clips.”

The company maintains its commitment to innovation with new high-performance components and designs, Shue said.

“Our ENDURA-JOINT® IJ system incorporates discrete design elements and improved materials making it the industry standard,” Shue explained. “It also combines a new ceramic end post, which is utilized as a key structural element, a high strength insulated tie plate, our reformulated proprietary TEMPRANGE® III adhesive and a new high modulus insulated joint bar with improved geometry and material properties.”

L.B. Foster said it also markets the EKOS™ roller switching system in North

America, which the company introduced from a subsidiary in Germany.

According to Shue, the company’s EKOS system enables lubrication-free sliding of the switch blades during switch movements and is a recent addition to our line-up of products sold to freight and passenger rail systems in North America.

“It eliminates the need to lubricate switch plates while simultaneously reducing switch operating forces,” Shue said. “The EKOS system is becoming increasingly accepted by national and international customers which recognize its advantages.”

Another product for special trackwork applications supplied by L.B. Foster is a second generation Curv Bloc™ rail fastener.

“The Curv-Bloc rail fastener is a lowcost, field-proven solution which is fabricated to prevent low rail rollover in curves experiencing varying track speeds, heavy loads and intermodal traffic. It has a shear area that is 80 percent larger than previous designs and is expected to handle a repeated lateral load that is also 80 percent higher,” Shue said. “In addition, it utilizes two Huck bolts, which eliminates rotation and

TTCI says the flange-bearing derail design showed several advantages, potentially eliminating impact loading from the contact point between derail and wheelset.

eccentric loading instead of the normal one bolt to improve durability. This rail fastener also minimizes gauge widening forces, as well as track dislocation due to sand and ice buildup between the rail and tie plate and can withstand high lateral loads while preserving the floating rail system. It is also equally effective in preventing high rail rollover in higher speed applications.”

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July 2018 // Railway Track & Structures 25

special trackwork

Atlantic Track has expanded its production capabilities and capacity by adding new machinery and equipment at its two main trackwork plants.

voestalpine Nortrak recently introduced new products such as the ClickTite™ rail brace to provide longer life and less maintenance for switch points.

Jansen said.

Transit applications also include emergency crossovers. Progress Rail’s Lift Frog meets Association of American Railroads (AAR) plate “C” equipment diagram for above-rail clearance, and Jansen said requirements include a shimmed high guard rail on the turnout side and frog gauge plates.

“Shimming allows the axle to remain parallel when negotiating the turnout,” he said. “This is most beneficial for rigid axle work equipment. No mainline guard rail is necessary.”

Progress Rail’s Lift Frog is available in No. 9, 10 and 11 frog sizes for 5 ½- or 6-inch rail bases.

Designed to replace traditional double switch point derails, Progress Rail also offers its Vertical Derail product. When in the open position, the derail serves as straight rail and the switch point does not come into contact with the wheels. Jansen explains that by eliminating the traditional vertical interface between the wheel and switch point, the Vertical Derail reduces maintenance and component replacement.

be more reliable and provide an extended service life as North American rail traffic continues to increase, reducing access for track maintenance, Shue explained.

“Even more importantly, the notion of the Total Cost of Ownership (TCO) has been embraced by the railroads,” Shue added. “TCO, with consideration given to both the initial cost, as well as longer-term life cycle costs, is critical as we work closely with the railroads to develop new products and services to meet their requirements.”

seven Class 1 railroads.

Progress Rail delivers a full product line to Class 1, transit, regional, shortline, contractor and industrial accounts.

“Additionally, we have the capability to send one of our boom trucks with a narrow head welder to the installation site and flash-butt weld all the joints on a turnout without having to dissemble any of the components,” Jansen explained.

In the coming year, Progress Rail aims to continue to evaluate component life, as well as work to reduce joints and impacts in special trackwork.

When Progress Rail’s Vertical Lift Switch and Lift Frog are used in combination, the turnout becomes invisible to traffic running on the mainline, creating continuous service, with no maintenance required, Jansen said. Progress Rail’s first vertical lift switch was installed five years ago for Class 1 100 mgt freight and passenger service with speeds up to 79 mph.

Designed primarily for switches with limited divergent movement, the vertical lift switch and lift frog eliminate traditional vertical interface with the wheel and switch point.

“Both innovative track technologies have been designed for set out tracks, low volume or seasonal sidings and heavy-haul applications, such as grain elevator usage,”

TTCI Transportation Technology Center, Inc. (TTCI), assists the railroads and suppliers in developing and evaluating ways to improve the performance of special trackwork.

In this program, TTCI works with railroads and suppliers, but does not manufacture special trackwork. As for railroad budgets, David Davis, senior scientist, TTCI, said the interest in special trackwork research and development remains strong.

“We have good support from our railroad steering committee,” he said.

As interest increases for high-speed rail, Davis said TTCI has assisted the railroads in developing a heavy-point frog for higher track speeds.

“This design will be useful for dual use— passenger and freight—operations,” Davis said. “The new design will allow operations up to 110 mph without requiring a waiver of FRA track safety standards.”

He added that prototypes are currently in test at Transportation Technology Center in Pueblo, Colo., on Norfolk Southern and Union Pacific tracks.

“Analysis of the dynamic performance of the existing heavy point frog design was done for FRA, as well. The analysis was used to evaluate a waiver request by the railroads,” Davis said.

The concepts of lowering life cycle costs,

Progress Rail Corporation Progress Rail recently redesigned its hollow steel bearers (HSBs) to easily change the switch machine orientation from the turnout to mainline side or vice versa.

“While our boltless, adjustable Clamptite rail brace has been in the market for a few years, many customers are now realizing the benefits of using a boltless brace that continually holds the stock rail in the rail seat from installation through the tamping cycles,” said Patrick Jansen, senior vice president of Progress Rail’s Infrastructure division.

This feature has saved many hours and dollars for the railroads, should a stock rail become disengaged from the switch plates, he said. Progress Rail’s Clamptite brace is currently used as a standard on five of the 26 Railway Track & Structures // July 2018

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Progress Rail offers its Vertical Derail, which serves as straight rail when in the open position.

improving dynamic performance and reducing required maintenance are universal trends, Davis said.

“We see this being manifested in the use of under-tie pads and rail seat damping pads for turnouts and crossing diamonds,” he explained. “We also see increased interest in continuous mainline rail frogs— for turnouts and One-Way, Low Speed (OWLS), crossing diamonds, as well as the vertical switches.”

These designs can greatly improve the performance of mainline traffic for situations where diverging traffic is small, Davis added.

“We have conducted evaluations of the effects of higher speeds on the crossing route of OWLS diamonds,” he said. “An OWLS can eliminate a bottleneck for the mainline route by allowing track speed operations over crossing diamonds. The use of a higher crossing track speed may be warranted for certain conditions.”

Improved reliability is TTCI’s focus going forward, Davis said.

“We have studied, via railroad maintenance and dispatcher records, how and why turnouts fail,” he said. “The AAR Strategic Research Initiative (SRI) program will address potential methods to mitigate these failures.”

The AAR SRI program is expected to be structured somewhat differently, with no 28 Railway Track & Structures // July 2018

single special trackwork project. However, the work will continue with special trackwork-related research and testing elements in several other projects. This change is largely administrative and should be transparent to the customer, Davis said.

TTCI has also developed a prototype flange-bearing derail design to address issues with current derail models. Considering the typical failure modes of traditional derailing devices, a change to the primary derailing mechanism was proposed. Rather than use a ramp to elevate the tread of the wheel and then divert the wheelset flange, an attempt to make the flange become bearing was utilized.

This was accomplished by using an angled plate that enables the wheelset to become entirely flange bearing as it travels in the direction of the derail, Davis explained.

Once the wheelset becomes flange bearing, a built-in crowder is used to guide the wheelset off the rail. voestalpine Nortrak In the past year, Nortrak announced partnerships with Getzner USA to provide vibration reduction systems for freight railways and with Evertrak LLC to provide composite ties.

Nortrak’s new “Trackwork Store” also allows customers to browse and directly order special trackwork for industrial

applications from their computer or mobile device, said Gord Weatherly, vice president sales.

Nortrak has also recently introduced new products with the ClickTite™ rail brace, the SAFEGUARD fastening system for guard rails and the HEAVY POINT SWITCH to provide longer life and less maintenance for switch points.

After seeing double digit decreases in overall capital investment by Class 1 railroads for the two previous years, Weatherly said the company is encouraged to see an overall increase in 2018.

“We have also noticed, however, that the ratio of capital investment to revenue has declined in each of the past three years,” he explained. “This tells us that railroads are concentrating on more the efficiency of their capital investments.”

At voestalpine Nortrak, the company is fortunate to have the largest engineering team in the industry, Weatherly said.

“We have had design resources dedicated to passenger rail in North America for many years,” he explained. “Beyond North America, we are also part of the voestalpine group, which has extensive experience with high speed rail turnouts and signaling systems in Europe and Asia.”

This relationship within voestalpine allows Nortrak to draw upon shared experience and IP within the group to develop the right high speed rail products for North America, Weatherly said.

As infrastructure projects increase along with increased rail traffic, railroads are expecting suppliers to deliver on time, and also to be responsive to changing field conditions, he said. This means suppliers must have the flexibility to adapt manufacturing schedules to accommodate changes in project schedules.

“Nortrak’s vertically integrated supply chain, including an in-house manganese and ductile iron foundry, makes us uniquely capable to respond to these changes,” Weatherly said.

One of Nortrak’s challenges over the years has been the continuous improvement of its safety record. For Nortrak’s most recent fiscal year (ended March 31, 2018), the company posted a safety incident rate of 0.74 per 200,000 employee hours – the lowest in the company’s history.

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Professional Development

Buckle up!

AREMA of fers seminar and we b i n a r p ro g ra m s th a t w i l l extend our ability to serve the educational needs of our railway engineering community with PDH accredited courses. If you need additional continuing education credits, plan to sign up for an upcoming seminar or webinar: Positive Train Control: Training Requirements Webinar Date: July 17 PDH: 1 hour Time: 2-3 p.m. EDT Introduction to Practical Railway Engineering Date: July 18-20 PDH: 20 hours Location: Ottawa, ON, Canada Three seminars will be held in conjunction with the AREMA 2018 Annual Conference & Exposition in Chicago, Ill.: Introduction to Practical Railway Engineering Date: Sept. 14-16 PDH: 15.5 hoursw Track Alignment Design Date: Sept. 19-21 PDH: 14.5 hours FRA: 213 – Track Safety Standards Date: Sept. 19-21 PDH: 15.75 hours For more information on our seminar or webinar programs and to register, please visit www.arema.org.

Follow Arema on Social Media:

30 Railway Track & Structures // July 2018

T

ime is flying this year – here we are already in the seventh month of the year. I’m certain many of you in the U.S. celebrated the July Fourth holiday, a celebration of the signing of the Declaration of Independence in Philadelphia, Pa., way back in 1776. Thomas Jefferson recorded the temperature that day at a surprisingly mild 76° F. July Fourth is a great time to celebrate another birthday for our country and independence from Great Britain.

My highly developed math shows this being 242 years ago. Make sure to spend safe, quality time with your family and friends. This is always a great time to reflect on what the signing means to our country.

Out here in the Great Plains, people traditionally celebrate by grilling out, camping and picnicking. There are a lot of fireworks shot off around the area. In the morning after, our neighborhood can look like a war zone. Whatever your celebration activity is, make sure to carry the railroad safety processes forward.

July typically brings the hottest temperatures of the year, presenting challenges to railroad infrastructure. Railroads are in full implementation of their summer heat mitigation programs at this time. Summer heat mitigation programs are part of the yearround process preventing track buckles.

Prevention is achieved through more effective management of continuous welded rail (cwr), which includes controlling the amount of rail that has been added or subtracted; thus maintaining the correct rail neutral temperature (RNT).

When performing maintenance, rail must be adjusted for the desired RNT for the geographic area. Cold weather rail repair locations where the final RNT adjustment has not been completed can become a potential buckle risk during hot weather.

Another component involves performing hot weather track inspections. Physical inspection of the track structure is done in an effort to locate conditions where track buckles could occur and perform the necessary corrective actions before they become problematic. Track inspectors perform such heat inspections during the heat of the day and railroads generally have criteria for performing the inspections.

Temporary speed restrictions are used to protect the track structure whenever track work is performed during the hot weather and/or the ballast section or roadbed is disturbed. Speed restrictions should be used anytime undercutting, sledding, plowing, surfacing, lining, tie installation, track construction or track rehabilitation is performed during hot weather.

Railroads use Blanket Heat Restrictions to reduce train speeds during hot temperatures.

This should be an evidence-based procedure developed by the individual rail corporations.

In AREMA news, the AREMA 2018 Annual Conference & Exposition is fast approaching and will be held in Chicago, Ill., Sept. 16-19.

I am confident you already have this on your schedule and travel arrangements made. If you haven’t, put this conference on your calendar and get approval to attend. This is the last year the conference will be held in Chicago.

The upcoming conference and program includes various topics that are pertinent to the best practices in railway that are of interest to railroaders of all disciplines and positions. The strength of the program alone makes this a very good reason to attend the meeting. The opportunity to network with other knowledgeable people in your chosen field is another. In addition, a very fun spouse/guest program has been planned, so make sure to invite your spouse or guest to attend with you. The AREMA staff continues to drive toward a successful AREMA 2018 Annual Conference & Exposition.

I had the opportunity to attend the Railway Systems Suppliers, Inc. (RSSI), excellent 58th Annual C&S Exhibition in Omaha, Neb., on May 22 at the CenturyLink Center. The association organizes a trade show for its members that gave me the opportunity to see new, innovative railway technologies. I would like to thank Executive Director Mike Drudy and RSSI for their kind hospitality.

In closing, I wish you all a safe, buckle-free July. Hoping to see all you in Chicago. rtands.com

Announcement of AREMA Board of Governors 2018 Election The Governance Nominating Committee, chaired by Past President David A. Becker, has completed its task and the following nominee has been officially elected: Victor R. Babin – Board of Governor He will assume his Board of Governors position at the AREMA 2018 Annual Conference & Exposition, which is being held in Chicago, Ill., Sept. 16 – 19, 2018.

Victor Babin has more than 27 years of experience in railway engineering. Babin has worked at the Northern Indiana Commuter Transportation District (NICTD) since 1991 and was hired as a chief electrical engineer. His current position at the NICTD, which he has held since 2008, is chief engineering officer.

H e i s t h e a d m i n i s t r a to r f o r a l l engineering disciplines including maintenance-of-way, signal, positive train control, electrical & communication departments and maintains technical focus on C&S, PTC and electrification maintenance and construction. Babin

has been a member of AREMA and the predecessor C&S functional groups since 1994 and has progressively held all leadership positions from subcommittee chair through committee vice chair, chair, functional group board of director and vice president. He has a Bachelor of Science in Engineering Technology from Purdue University.

Babin is a fellow, Institution of Railway Signal Engineers (IRSE) and is a member, Local Committee, IRSE North American Section. He is also a member of Purdue University’s North Engineering Technology Industrial Advisory Committee.

Elected as: Governor (2018 – 2021) Name: Victor R. Babin Title: Chief Engineering Officer Organization/Company: Northern Indiana Commuter Transportation District

Upcoming Committee Meetings Aug. 8-9 Committee 7 - Timber Structures Denver, CO

*Committee 12 - Rail Transit

*Committee 39 - Positive Train Control

*Committee 14 - Yards & Terminals

*Committee Meetings happening at the AREMA 2018 Annual Conference & Exposition in Chicago, IL

*Committee 16 - Economics of Railway Engineering & Operations

Oct. 16-17 Committee 36 – Highway-Rail Grade Crossing Warning Systems Overland Park, KS

Sept. 15 *Committee 27 - Maintenance of Way Work Equipment Sept. 15-16 *Committee 5 -Track *Committee 24 Education & Training Sept. 16 *Committee 10 - Structures, Maintenance & Construction *Committee 11 - Commuter & Intercity Rail Systems *Committees 11 and 17 Joint Meeting

*Committee 17 - High Speed Rail Systems *Committee 18 - Light Density & Short Line Railways *Committee 33 - Electric Energy Utilization *Committee 40 - Engineering Safety *Committee 41 - Track Maintenance Sept. 17 *Committee 13 - Environmental Sept. 19-20 *Committee 38 - Information, Defect Detection & Energy Systems

Oct. 23-24 Committee 15 - Steel Structures Orlando, FL Nov. 11 Committee 6 Building & Support Facilities California Feb. 5-6, 2019 Committee 15 - Steel Structures New Orleans, LA MAY 14-15, 2019 Committee 15 - Steel Structures Kansas City, MO SEPT. 10-11, 2019 Committee 15 - Steel Structures Columbus, OH

If you’d like to learn more about the AREMA Technical Committees and would like to get involved, please contact Alayne Bell at abell@arema.org. For a complete list of all committee meetings, visit www.arema.org/events.

Negotiated airline discount information for AREMA Committee meetings can be found online at: www.arema.org/travel.

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July 2018 // Railway Track & Structures 31

Getting to know Ronald Berry

Chair: Ronald G. Berry, PE general director structures, BNSF Railway Committee: 15 – Steel Structures

E

ach month, AREMA features one of our committee chairs or committee members. We are pleased to announce that the July featured member is Ronald G. Berry, chair of Committee 15 - Steel Structures and general director structures at BNSF Railway.

AREMA: Why did you choose a career in railway engineering?

BERRY: My engineering career started at a large consulting firm where I was fortunate to learn bridge design and detailing under the guidance of experienced railway engineers. Experts in the field like John Hronek, John Hartmann and Ken Bruestle, who had all been bridge engineers for Burlington Northern Railway, were my mentors.

Railroad bridge design appealed to me in that it’s a very practical and direct application of engineering principles to achieve long-term solutions. Having gained a solid technical foundation from consulting, I was drawn to a broader role in infrastructure management as an owner. Being able to expand into the areas of safety, fabrication, construction, inspection, rating and leadership led me to hire on with the railroad in 2001. The people, the opportunities and the challenges have kept me at BNSF since then.

AREMA: How did you get involved in AREMA and your committee?

BERRY: I joined AREMA in 1997, as soon as I had enough experience to qualify as a full member. I participated with Committee 24 - Education & Training for a while and I was able to contribute material to the first edition of the Practical Guide 32 Railway Track & Structures // July 2018

to Railway Engineering. After I joined Committee 15 - Steel Structures, several senior members of the committee encouraged me to be an active participant and make my voice heard.

AREMA: Outside of your job and the work you do for AREMA, what are your hobbies?

BERRY: During weeknights you can find me cooking, reading or reloading ammunition. Pizza Fridays with family and friends start the weekend and also I like to spend time watching soccer, target shooting, being outdoors and supporting our daughters’ activities.

AREMA: Tell us about your family.

BERRY: My wife Kirsten and I have two daughters. Morgan did high school the right way, immersed with friends, student government, sports, music, Advanced Placement classes and volunteering. She will be a freshman at the University of Missouri. Landon is a very decent French horn player and respectable soccer fullback. She is a bit incredulous that her parents won’t let her have a puppy and will start high school in the fall. Kirsten seamlessly juggles being a mother, a railroad spouse and a volunteer. Making time for a Berry family vacation every year since the girls were toddlers is a tradition.

AREMA: If you could share one interesting fact about yourself with the readers of RT&S, what would it be?

BERRY: I am from Louisiana. Although it has been more than 40 years since I lived there, I still have a fondness for live oak trees covered in Spanish moss, Natchitoches meat pies and boiled peanuts bought from roadside vendors.

AREMA: What advice would you give to someone considering a career in the railway industry?

BERRY: Initiative goes a long way in railroading, so take responsibility for your own development: volunteer for a challenging project, implement a new process to outdate an old one, spend time with other departments, cover weekend duty, show up and help at a natural disaster. The railway industry is full of people who will help you along the way, but these same people are extremely busy running the railroad, so self-starters get the broadest and quickest career experiences. And once you have the privilege to lead others, be responsible for their development, as well.

FYI Save money, register today!

Discounted early registration rates end Aug. 10 for the AREMA 2018 Annual Conference & Exposition. Register today and be sure to include access to AREMA Vir tual18 On-Demand Learning so you can experience more of the conference on your own schedule.

Gen erate leads, prom ote a product and reach a target audience by becoming a sponsor a t th e A R E M A 201 8 A n n u a l Conference & Exposition. Please visit www.arema.org for more i n f o r m a ti o n o n s p o n s o r s h i p investment opportunities.

O r d e r t h e 2 01 8 M a n u a l fo r Railway Engineering now. With more than 40 new, revised or reaf firmed Manual Par ts, it ’s the perfect time to get the 2018 Manual. Order online now at www. arema.org or contact mbruins@ arema.org for more details.

Leverage the power of your trusted association’s Railway Careers Network to tap into a talent pool of job candidates with the training and education needed for long-term success.

Visit www.arema.org/careers to post your job today. Use code CAREERS to receive a discount.

Demonstrate that you are a professional by joining AREMA to d a y. AR EMA m e m b e rs a re dedicated to improving their practical knowledge and are interested in exchanging information with their peers in order to advance the railroad engineering industry.

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Xplore has launched the Xplore M60, a mobile device that offers computing and wireless capabilities that is designed for the railroad working environment.

The Xplore M60 uses the Android for Work 8.0 Oreo operating system and can be managed remotely via MDM/EMM. The device is equipped with a 6-inch sunlight-viewable display and glove/wet touch capability, 0.8-pound light weight in a pocket-size magnesium-alloy internal frame with a rubberized enclosure.

The device operates with the Qualcomm 8953 Octa-Core CPU with 4 GB of RAM, 32 GB of internal memory and a MicroSD card slot for up to 128 GB of storage. A field-replaceable 8200 mAh battery powers the device and offers a five-hour full charge and 22 hours of runtime.

The M60 offers wireless WAN and PAN technologies, and automated data entry is supported to enable fast, two-way communication between workers. The M60 also features sensors for proximity, gravity, compass and barometer. Website: https://www.xploretech.com/us/.

Larson Electronics LLC has released a three-stage fold over light mast intended to provide a safe way to monitor secure locations from an elevated position.

The tower includes two, 250-watt LED lamps and a telescoping boom that reaches up to 20 feet with 360 degrees of rotation, enabling users to illuminate large work areas.

The lighting system produces 67,500 lumens in a flood beam configuration with an 80,000lamp life and low power consumption, the company said.

The LED lamps connect to power via a fourswitch control box and feature individual circuits allowing them to be powered on and off independently. Each light head is fastened to the telescoping mast with trunnion style stainless steel mounting brackets for 180-degree adjustment. The light heads also feature 360-degree rotation.

The LM-20-3S-2X150LTL-LED 600-pound tower lifts and supports 150 pounds of equipment and can be custom tailored. Website: www. larsonelectronics.com.

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$10.95

Bridge Safety Standards FRA Part 237 establishes Federal safety requirements for railroad bridges. This rule requires track owners to implement bridge management programs, which include annual inspections of railroad bridges, and to audit the programs. Part 237 also requires track owners to know the safe load capacity of bridges and to conduct special inspections if the weather or other conditions warrant such inspections. Updated April 3, 2017.

Bridge Safety Standards $7.95 BKBRIDGE

Federal Regulations

This reprint includes the FRA's Railroad Workplace Safety Standards addressing roadway workers and their work environments. These laws cover such things as: personal protective equipment, fall protection, and scaffolding for bridgeworkers; and training issues. Also includes safety standards for on-track roadway vehicles. Updated April 3, 2017.

BKWRK

$10.50

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

Track Calculator The Track Safety Standards Calculator is a must for anyone who works on track. This slide rule type calculator contains many of the details for Classes of track 1- 5. Deviation from uniform profile and from zero cross level. Difference in cross level. Updated as of July 11, 2013.

BKTCAL Track Calculator $10.50 Only $9.50 for orders of 50 or more!

Only $7.15 for orders of 50 or more!

The Railway Educational Bureau 1809 Capitol Ave., Omaha NE, 68102 www.RailwayEducationalBureau.com rtands.com

800-228-9670

www.transalert.com

Add Shipping & Handling if your merchandise subtotal is:

UP TO $10.00 10.01 - 25.00 25.01 - 50.00 50.01 - 75.00

U.S.A. $4.50 7.92 10.78 11.99

CAN $8.75 12.65 16.80 21.20

Orders over $75, call for shipping

July 2018 // Railway Track & Structures 35

Calendar

JULY 22-24. American Association of Railroad Superintendents’ 122nd Annual Meeting.

W Lakeshore Hotel. Chicago, Ill. Contact: Carrie Foor. Phone: 331-643-3369. Website: https://supt.org/event-2621692.

30-2. Railway Tie Association’s Annual Tie Grading Seminar. Galesburg, Ill. Phone: 770460-5553. E-mail: ties@rta.org. Website: https://www.rta.org/grading-seminar.

AUGUST 7-9. Michigan Rail Conference 2018.

S a g i n a w Va l l ey Sta te U n i ve r s i t y Conference Center. Saginaw, Mich. Phone: 906-4 87-35 47. E-m a il: ra il @ mtu.e d u.

Website: http://www.rail.mtu.edu/mrc2018.

SEPTMEBER 9-11. RSI/CMA 2018 Rail Expo & Technical Conference. Music City Center. Nashville, Tenn. Contact: Amanda Patrick. Phone: 202-347-4664. E-mail: patrick@rsiweb.org.

11-12 . Southeast Association of Rail

S hippers’ Fall M eeting. Th e Fran cis Marion Hotel. Charleston, S.C. E-mail: s e ra i l s h i p p e r s @ g m a i l .c o m . We bs ite: h t t p s : // w w w . s e r a i l s h i p p e r s . c o m / event/2018-fall-meeting/.

16-18. Intermodal EXPO 2018 presented by the Intermodal Association of North America. Long Beach, Calif. Long Beach Convention Center. Website: https://www. intermodalexpo.com.

16-19. AREMA 2018 Annual Conference & Exposition. Hilton Chicago. Chicago, Ill. Phone: 301-459-3200. E-mail: info@arema. org. Website: conference.arema.org.

18-21. InnoTrans 2018. Berlin, Germany.

P h o n e: +49 3 0 3 0 3 8 2 3 76 . E- m a i l : innotrans@messe-berlin.de. Website: https://www.innotrans.de/en/.

23-26. APTA 2018 Annual Meeting. Omni Nashville. Nashville, Tenn. Phone: 202-4964822. E-mail: membership@apta.com.

Website: www.apta.com.

The Railway Educational Bureau

BKTMB

24-28. Railroad Track Inspection & Safety Standards. Center for Transportation Research, The University of Tennessee.

Galveston, Texas. Contact: Diana Webb.

Phone: 865-974-5255. Website: ctr.utk. edu/ttap.

25-27. North East Association of Rail Shippers fall conference. Westchester, N.Y. Phone: 802-779-1413. E-mail: scott@nears. org. Website: www.nears.org.

OCTOBER 22-25. 10 0th Ann ual RTA Symposium a n d Te c h n i c a l C o n f e r e n c e . B o n i ta S p r i n g s , Fl a . Ph o n e: 7 70 -4 6 0 -5 5 5 3 .

E-mail: ties@rta.org. Website: https:// www.rta.org/.

NOVEMBER 5-9. Railroad Track Inspection & Safety Standards. Center for Transpor tation Research, The University of Tennessee.

Ch at tan ooga, Te n n. Contact: Dian a Webb. Phone: 865-974-5255. Website: ctr.utk.edu/ttap.

Track Resources

Basic Principles of Track Maintenance

Advanced Principles of Track Maintenance

Basic Principles of Track Maintenance progresses from an overview of the basic track structure to examinations of its components and ends with a comprehensive look at turnouts and right-of-way.

Advanced Principles of Track Maintenance takes your crewmembers to the next level. They'll benefit from a comprehensive presentation of FRA Track Safety Standards as well as an introduction to track inspection.

Basic Principles of Track Maintenance

$140.00

BKTMA

Dictionary of Railway Track Terms

The Track Data Handbook Reprinted by popular demand, this book is a valuable reference for roadmasters, track supervisors, track foreman, surveyors and others involved in the planning and execution of track maintenance and construction work.

Fold-out diagrams. Softcover. 301 pages.

BKTDH Track Data Handbook

$48.50

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

BKRTT

Easy-to-use, this gauge is made of rugged, indestructible, composite material. Ideal for track inspectors, maintenance and welders repairing frogs. The compact gauge measures the flangeway gap and checks proper spacing for guardrails. Order 10 or more and get a 20% discount.

Second Edition

The Railway Educational Bureau 1809 Capitol Ave., Omaha NE, 68102 www.RailwayEducationalBureau.com 36 Railway Track & Structures // July 2018

$35.00

Dictionary of Railway Track Terms

The Frog Gauge

Design and Construction of Modern Steel Railway Bridges, This new edition encompasses current design methods used for steel railway bridges in both SI and Imperial (US Customary) units.

It discusses the planning of railway bridges and the appropriate types of bridges based on planning considerations.

BKDMSRB2 Design & Const. of Mod. Railway Bridges $169.95*

$140.00

Advanced Principles of Track Maintenance

MSFROG

$40.00

Frog Gauge

800-228-9670

www.transalert.com

Add Shipping & Handling if your merchandise subtotal is:

UP TO $10.00 10.01 - 25.00 25.01 - 50.00 50.01 - 75.00

U.S.A. $4.50 7.92 10.78 11.99

CAN $8.75 12.65 16.80 21.20

Orders over $75, call for shipping

rtands.com

Ad Index

COMPANY

PHONE #

FAX #

E-MAIL ADDRESS

PAGE #

AREMA Marketing Department

301-459-3200

301-459-8077

marketing@arema.org

Cover 3

Atlantic Track & Turnout Co.

973-748-5885

973-784-4520

stacyw@atlantictrack.com

27

Brandt Road Rail Corporation

306-791-7557

306-525-1077

www.brandt.ca

6

Diversified Metal Fabricators

404-875-1512

404-875-4835

sales@dmfatlanta.com

8

Hougen Manufacturing, Inc.

866-245-3745

800-309-3299

info@trak-star.com

9

J. Lanfranco Fasteners Inc.

855- 694-3250

613-632-4122

jbaines@jlanfranco.com

17

L .B. Foster Company

412-928-3506

412-928-3512

glippard@lbfosterco.com

19

Loram Maintenance of Way, Inc.

763-478-6014

763-478-2221

sales@loram.com

Cover 2

North American Rail Products Inc.

604-946-7272

888-692-1150

cerhart@narailproducts.com

7

NGTC

212-620-7224

212-633-1162

jchalon@sbpub.com

15

Pandrol USA, L.P.

1-800-221-CLIP

856-467-2994

Plasser American Corp.

757-543-3526

757-494-7186

plasseramerican@plausa.com

Cover 4

Progress Rail, A Caterpillar Company

256-505-6402

256-505-6051

info@progressrail.com

29

Racine Railroad Products, Inc.

262-637-9681

262-637-9069

custserv@racinerailroad.com

25

Railway Education Bureau, The

402-346-4300

402-346-1783

bbrundige@sb-reb-com

35, 36

voestalpine Nortrak, Inc.

307-778-8700

307-778-8777

gord.weatherly@voestalpine.com

18

Vossloh North America

49-239-252-273

49-239-252-274

claudia.brandt@vc.vossloh.com

2

20

Advertising Sales MAIN OFFICE Jonathan Chalon Publisher 55 Broad St., 26th Floor New York, NY 10004 (212) 620-7224 Fax: (212) 633-1863 jchalon@sbpub.com AL, KY, Jonathan Chalon 55 Broad St., 26th Floor New York, NY 10004 (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 55 Broad St., 26th Floor New York, NY 10004 (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,

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

Switzerland, North Germany, Middle East, South America, Africa (not South), Far East (Excluding Korea / China/India), All Others, Tenders Louise Cooper International Area Sales Manager The Priory, Syresham Gardens Haywards Heath, RH16 3LB United Kingdom +44-1444-416368 Fax: +44-(0)-1444-458185 lc@railjournal.co.uk Scandinavia, Spain, Southern Germany, Austria, Korea, China, India, Australia, New Zealand, South Africa, Russia, Eastern Europe Baltic States, Recruitment Advertising Michael Boyle International Area Sales Manager Nils Michael Boyle Dorfstrasse 70, 6393 St. Ulrich, Austria. +011436767089872 mboyle@railjournal.com

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

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 Jeanine Acquart 55 Broad St., 26th Floor New York, NY 10004 (212) 620-7211 Fax: (212) 633-1325 jacquart@sbpub.com

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

rtands.com

July 2018 // Railway Track & Structures 37

New & Used Equipment

R. E. L. A. M., INC.

Email: RelamCFE@aol.com Tel: 440-439-7088 Fax: 440-439-9399 Visit our website at: www.relaminc.com EQUIPMENT FOR SHORT OR LONG TERM LEASE HARSCO AND NORDCO TAMPERS 6700S, 6700SJ, 6700SJ2 Switch and Production Tampers Mark IV Switch and Production Tampers 3300 and HST Chase Tampers 3000 Tampers w/Raise & Line or Chase Tampers 2400 Tampers w/Raise & Line HYDRAULIC STABILIZERS HARSCO TS-30HDs TIE INSERTERS/EXTRACTORS Nordco TRIPPs TR-10s and TKOs 925 S/Ss, Standards, KTR-400s KNOX KERSHAW PRODUCTS KBR-860s and 925s, KSF-940 Ballast Regulators & Snow Fighters KBR-940 Dual Head Brush Cutters KTC-1200 Tie Cranes KKA-1000/1050 Kribber-Adzers KPB-200 Plate Brooms NORDCO ANCHOR APPLICATORS, SPIKERS & GRABBERS Models CX and SS Spikers M-3 Screw Spike Machines Model F Anchor Machines and BAAMs Model SP2R Dual Spike Puller/Grabbers RACINE RAILROAD PRODUCTS Dual Anchor Spreaders, Squeezers, Knockers (Anchor Removers), Anchor Applicators, DAACs (Dual Anchor Adjuster Cribber), Dual e-Clip Applicators, Ride-on Regauge Adzers, TPIs, Tie Straighteners, OTM Reclaimers, SAFELOK IIIs (SAR IIIs) HI-RAIL CRANES, SPEEDSWINGS & RAILHEATERS Pettibone Model 445E/445F Speedswings w/Multiple Attachments (F’s with Tier 4 Engine) Geismar 360/360-Tronic Hi-Rail Excavators, (Cold Air Blower, Brush Cutter, Grapple, Heel Boom, Train Air & Knuckle available) Badger 30 Ton Cranes w/Hi-Rails Propane and Diesel Railheaters - Single & Dual Sided, Self-propelled w/Vibrators HI-RAIL TRUCKS, EXCAVATORS, & CARTS Hi-Rail Gradalls, XL3300 Series III w/Digging Buckets & Brush Cutters Hi-Rail Rotary Dumps, Various Hi-Rail Pickups Hi-Rail Grapple Trucks (available w/Magnet, Rail Racks & Creep Drive) 25-ton Hudson Ballast Cars 25-ton Rail and OTM Carts, 5-ton Tie Carts

Sales

aspenequipment.com/railroad

Rentals

Service Parts

New and Used Hi-Rail Trucks Available

Nationwide DELIVERY

- Pickup Trucks - Service Bodies

- Flatbeds - Bucket Trucks

- Welding Trucks - Section Trucks - Grapple Trucks

- Track Inspector Trucks - Boom Trucks

CAll Bruce Harrod: 877-888-9730 BHarrod@aspeneq.com

100 S PANIPLUS DRIVE OLATHE, KS 66061 MAIN: 913.764.1315

PARTS • SALES • SERVICE • RENTALS

Available for Lease 3000 cu ft Covered Hopper Cars 4650 cu ft Covered Hopper Cars 4300 cu ft Aluminum Rotary Open Top Gons 65 ft, 100-ton log spine cars equipped with six (6) log bunks 60 ft, 100 ton Plate F box cars, cushioned underframe and 10 ft plug doors 50 ft, 100 ton Plate C box cars, cushioned underframe and 10 ft plug doors Contact: Tom Monroe: 415-616-3472 Email: tmonroe@atel.com

OLATHE, KS • HOUSTON, TX • BRIGHTON, CO • BRANCHBURG, NJ • SAN MARCOS, CA • CALGARY

www.Crane-Works.com

38 Railway Track & Structures // July 2018

rtands.com

New & Used Equipment TAKE A LOOK AT QUALITY Kenworths, DMF Gear, Moley Magnets & Serco Loaders SALES – SERVICE – RENTALS – PARTS – HI-RAIL & CRANE INSPECTIONS HI-RAIL TRUCKS IN INVENTORY AND IMMEDIATELY AVAILABLE FOR SALE OR RENTAL (NEW AND USED)

Grapple Trucks

SECTION TRUCKS – GRAPPLE TRUCKS ROTARY DUMP TRUCKS ... PICKUP TRUCKS … AND MORE ALSO HEAVY DUTY HI-RAIL TIE & RAIL CARTS

Rotary Dumps

Gradall 3100

LEASE or BUY

Tunnel Trucks

Custom Build New or Used Chassies.

Also: Hirail Boom Dump Trucks NOW a Hirail Mechanics Trucks SERCO Crew Cabs DEALER Hytracker for moving equipment Hudson Ballast Cars DMF & Harsco parts, service and installation

Omaha Track Equipment 13010 F Plaza • Omaha NE 68137 (402) 339-4512 Contact PAUL WARD • (402) 651-6632 paul@omahatrack.com

RAILROAD SERVICES

Est. 1910

Ph: 315-455-0100 • Fax: 315-455-6008 • Syracuse, NY • www.franktartaglia.com

GET THE INSIDE SCOOP ON & OFF THE TRACK

MOW Equipment Lease & Sale Brushcutting Specialized Hauling Track Surfacing Low Boys with Rail

www.RailwayEquipmentServices.net “A full service company with over 25 yrs exp!”

MARKETPLACE SALES Contact: Jeanine Acquart Ph: 212/620-7211 Fax: 212/633-1165 Email: jacquart@sbpub.com

RAIL BRIEF

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

rtands.com RTS_RailBriefAd_QuarterPage_Final.indd 1

ALL MAJOR CREDIT CARDS ACCEPTED

July 2018 // Railway Track & Structures 39 1/9/18 12:20 PM

Products & Services An Authorized Harsco Remanufacturing Facility Let Precision remanufacture your non-functional, outdated 6700 into a fully functional 6700 with the latest technology. If you have an old, worn-out 6700 tamper, we have your solution.

CALL 620-485-4277 OR VISIT PRECISIONRWY.COM FOR MORE DETAILS

REMANUFACTURED 6700 SALES

ON-SITE TRAINING

EQUIPMENT LEASING

WANT TO SEE MORE OF OUR WORK? SCAN THE QR CODE FOR OUR YOUTUBE CHANNEL .

825 S. 19th St., Independence, KS 67301

TRADE IN ACCEPTED

REESE WHAT CAN WE DO FOR YOU?

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

K. W. Reese, Inc.

Box 298 • Mercersburg, PA 17236

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

ERIC HEADRICK President

2016 NRC PlatiNum Safety awaRd wiNNeR

205 N. Chestnut/PO Box 404 Arcola, IL 61910

Ph217-268-5110 cell217-259-4823 Fax217-268-3059 email eric@rrcri.com Exchange Units/Related Tamper Parts and Assemblies

Professional Directory

To purchase parts, contact: New & Rebuilt sales@rrcri.com Electromatic/Hydraulic Units available for same Workheads day shipping

RTandS.com 40 Railway Track & Structures // July 2018

rtands.com

www.arema.org

AREMA Educational Programs

AREMA offers seminars that will help to serve the educational needs of our railway engineering community with PDH accredited courses. See below for two chances to take this popular seminar: Introduction to Practical Railway Engineering. Register early to receive a discount and ensure your seat before it sells out.

Upcoming Seminars Introduction To Practical Railway Engineering Date: September 14-16 PDH: 15.5 Hours Location: Chicago, IL

Track Alignment Design Date: September 19-21 PDH: 14.5 Hours Location: Chicago, IL

FRA: 213 - Track Safety Standards Date: September 19-21 PDH: 15.75 Hours Location: Chicago, IL All Seminars are being held in conjunction with the AREMA 2018 Annual Conference & Exposition at the Hilton Chicago.

Register at www.arema.org before August 10th to save money!

HIGH CAPACITY I PRECISION I RELIABILITY

Leading the Way Plasser American is known for highly productive and innovative track maintenance machines. Besides its outstanding technological achievements, Plasser American has always endeavored to find solutions specifically for the American Transit and Commuter Railroad Industry, and to be a reliable, long-term partner with our customers.

Decades of experience, up-to-date know-how, excellent track quality and favorable return on investment are reflected in thousands of machines nationwide.

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