Ragnar Benson KCS Mossville
Yard Expansion NRC Large Construction Project of the Year
NRC Directory Inside
May 2018 | www.rtands.com
NRC Small Construction Project of the Year
Ames Construction ‘s UP Lakeside Sub Bridge Project
State of the NRC
The association continues its pattern of growth.
And also
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Arema News P.35
February 2018 // Railway Track & Structures 1
HIGH CAPACITY I PRECISION I RELIABILITY
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contents
May 2018
FEATURES
18
UP Lakeside Sub Bridge
Ames was the prime contractor for the construction of a 180foot, six-span precast box girder bridge that would re-establish water flow between two arms of the Great Salt Lake.
23
18 NEWS
DEPARTMENTS
4
Industry Today News from the Port of Montreal, South Carolina Ports Authority, FTA and Connecticut Department of Transportation.
14
TTCI R&D Researchers use computer modeling to compare three methods of grinding template alignments.
6
Supplier News Acquisitions, contracts and other news
35
AREMA News Message from the president; Rutgers University Student Chapter update.
39
Calendar
39
Products
10
People New hires, promotions and appointments
NRC awarded its 2017 Large Construction Project of the Year to Ragnar Benson for the KCS Mossville Yard Expansion. Story on page 30 Credit: Ragnar Benson
NRC Directory cover: Ames Construction’s work on the Union Pacific Lakeside Sub Bridge earned it the honor of 2017 Small Construction Project of the Year from the NRC. Story on page 18. Credit: Ames Construction
rtands.com
41
Advertisers Index
41
Sales Representatives
42
Classifieds Advertising
43
Professional Directory
State of the NRC Focused advocacy and member outreach efforts provide strong backbone for the association.
30
KCS Mossville Yard Expansion The large and varied scope of work, coupled with an impressive safety record earns Ragnar Benson project of the year recognition from the NRC.
COLUMNS
3
On Track TIGER versus BUILD
11
NRC Chairman’s Column ASLRRA and auction recap, looking ahead
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May 2018 // Railway Track & Structures 1
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On Track
TIGER versus BUILD Vol. 114, No. 5 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
B
y now, we all know what used to be known as the Transportation Investment Generating Economic Recovery (TIGER) grant program received a huge bump in the latest omnibus spending bill. That was the first surprise. The second was a notice in late April that the U.S. Department of Transportation (USDOT) would be renaming the grant program as the Better Utilizing Investments to Leverage Development (BUILD) program. As outlined by USDOT, there are similarities between BUILD and TIGER. For example, BUILD grants will be competitively awarded to surface transportation projects that will have significant local or regional impacts. Other than the name, the two big changes with the BUILD program are that a greater percentage, 30 percent, will be awarded to rural projects and USDOT added a new merit criterion: the ability to generate additional non-Federal revenue for transportation infrastructure. As Sens. Susan Collins (R-ME) and Jack Reed (D-R.I.) pointed out in a letter addressed to USDOT Secretary Elaine Chao, they fear the new criterion could diminish the effectiveness of the program. “The [Notice of Funding Opportunity] requires applicants to secure and commit new, non-Federal revenue for transportation infrastructure investment, which will effectively force
states to increase taxes or raise revenue through tolls or other fees...Holding transportation agencies responsible for raising revenue is simply unrealistic and detrimental to this grant program,” the senators wrote. At the state level, there has been a surge of legislation to raise state gas taxes, add tolls and other funding sources to help fund transportation initiatives. The caveat of the BUILD program is that USDOT will not consider actions that occurred prior to Jan. 1, 2015 as new revenue and it does not count bonds as new revenue. This disqualifies actions taken by Arkansas, Delaware (toll increase in 2013), Florida, Maine, Maryland, Massachusetts, New Hampshire, Rhode Island, Ohio, Vermont, Virginia and Wyoming. In the case of Pennsylvania, Act 89, which was made into law in 2013, saved Southeastern Pennsylvania Transportation Authority from a doomsday service scenario and provided enough dependable funding to take on a long-term rebuilding effort. Should the administration truly wish to propel infrastructure investment forward with the BUILD program, it shouldn’t penalize nearly 30 percent of all states because they took control of their own transportation destinies too early.
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. Pricing: Qualified individual and railroad employees may request a free subscription. Non-qualified subscriptions printed and/or digital version: 1 year Railroad Employees (US/Canada/Mexico) $16.00; all others $46.00; foreign $80.00; foreign, air mail $180.00. 2 years Railroad Employees US/Canada/Mexico $30.00; all others $85.00; foreign $140.00; foreign, air mail $340.00. Single Copies are $10.00 ea. Subscriptions must be paid for in U.S. funds only. COPYRIGHT © Simmons-Boardman Publishing Corporation 2018. All rights reserved. Contents may not be reproduced without permission. For reprint information contact: PARS International Corp., 102 W 38th St., 6th Floor, New York, N.Y. 10018 Phone (212) 221-9595 Fax (212) 221-9195. For subscriptions and address changes, Please call (800) 895-4389, (402) 346-4740, Fax (402) 346-3670, e-mail rtands@omeda.com or write to: Railway Track & Structures, Simmons-Boardman Publ. Corp, P.O. Box 3135, Northbrook, IL 60062-3135. POSTMASTER: Send address changes to Railway Track & Structures, P.O. Box 3135, Northbrook, IL 60062-3135.
May 2018 // Railway Track & Structures 3
Industry today
SCPA opens second inland port: Inland Port Dillon
T
he South Carolina Ports Authority (SCPA) opened its second inland port, Inland Port Dillon, on April 16. SCPA says the facility was constructed to handle strong growth for the port’s intermodal rail cargo volumes and deepen its reach into markets through the Carolinas to the Northeast and Midwest. SCPA opened its first inland facility, Inland Port Greer, in the upstate region of South Carolina in November 2013. Inland Port Greer handled a record-breaking 124,817 rail moves in calendar year 2017, an increase of 20 percent over the previous year. “Inland ports provide needed infrastructure in the interior of the state to support the movement of freight to and from our marine terminals,” said Jim Newsome, SCPA president and CEO. “The addition of Inland Port Dillon to the Port’s network diversifies our reach and enables port users to gain logistics efficiencies through rail transportation of their cargo. We’ve had tremendous support from the Dillon region to date and look forward to growing our cargo base for the facility.” Inland Port Dillon utilizes an existing CSX intermodal train service to handle container movement to and from the Port of Charleston’s productive seaport facilities. Inland Port Dillon is expected to convert an estimated 45,000 container movements from truck to rail in the first year of operation. “CSX is pleased to be a key link in extending the South Carolina Port Authority’s reach from the Port of Charleston to the Pee Dee Region of South Carolina through
4 Railway Track & Structures // May 2018
establishment of Inland Port Dillon,” said Dean Piacente, CSX vice president of Intermodal. “We are confident that the Inland Port will promote economic development in the region and increase the competitiveness of the Port of Charleston and businesses throughout the State of South Carolina. CSX is proud of our role working together with the Port in converting the movement of containers from highway to rail, reducing highway congestion and providing environmental benefits to the citizens of South Carolina while promoting economic growth and commerce.” The facility will handle the growing volume of container cargo traveling to and from the Port of Charleston via intermodal rail, which SCPA says has increased 180 percent since 2011. Today, nearly 25 percent of the port’s container volume moves by rail. “Our ports system is one of the most important driving forces behind South Carolina’s recent economic success, and with the help of the Inland Port Dillon, it always will be,” said South Carolina Gov. Henry McMaster. “With two inland ports and the Port of Charleston soon to be the deepest on the East Coast, South Carolina has strategic advantages that no other state has and that will continue to pay off for the people of our great state.” SCPA studied a second inland port following the success of Inland Port Greer. A decision to move ahead with the second inland port was made in September 2016 and a groundbreaking ceremony for Inland Port Dillon was held in March 2017.
The government of Canada is committing CA$18.4 million (US$14.6 million) to the Port of Montréal for a rail project that will enhance trade corridors and help move commercial goods to market. “Our government is investing in Canada’s economy by making improvements to our trade and transportation corridors. We are supporting projects that will efficiently move commercial goods to market and people to their destinations, stimulate economic growth, create quality middleclass jobs, and ensure that Canada’s transportation networks remain competitive and efficient,” said Canada’s Minister of Transport Marc Garneau. The Optimisation du réseau intermodal Project is a project of the Montréal Port Authority (MPA) in partnership with the Ministère des transports du Québec. Officials said this project will optimize the Port of Montréal’s rail network capacity, particularly in the port’s interchange zone. The work is expected to include relocating underground and above-ground infrastructure, relocating and constructing the port’s new road and building new rail lines. This work will eliminate bottlenecks, while increasing the flow of rail traffic and the Port of Montréal’s competitiveness. The project to be funded will help the Port of Montréal maintain its level of operational excellence within the context of expected freight traffic growth. The port explained that the Canadian government’s financial assistance will allow for the installation of 6,000 meters (3.72 miles) of railway track and switches and carry out additional development work on its railway network. “The government of Canada’s decision to grant this financial support to our project demonstrates its appreciation of the MPA and belief in its promising future,” Sylvie Vachon, president and CEO of MPA said. “It is with this assurance that we will continue our activities by developing infrastructure that will respond to the growing needs of our local, regional and national partners in the logistics chain.” rtands.com
South Carolina Department of Commerce
Canada commits funds to Port of Montreal rail project
Industry today
Hartford Line to open June 16, Meridian Station open now The Hartford Line will begin service on June 16, following a commemorative event on June 15, according to the Connecticut Department of Transportation (CTDOT). “This expanded service will transform travel options in the corridor between New Haven, Conn., and Springfield, Mass., and it will be a catalyst for economic development, and business and recreational travel,” said CTDOT Commissioner James P. Redeker. “Getting new service on this line has been a monumental undertaking that has taken years of intense coordination to ensure the successful opening of service. I want to commend the team that has made this a reality. Even before the commencement of service, the state’s investment has already attracted new commercial and residential development and has become the latest engine driving Connecticut’s economy.” The project was financed with three federal grants and state funds. CTDOT managed the full reconstruction of the rail
line, which included new ballast, track, bridges, culverts, signals and grade crossings. A total of 17 trains a day will be operated by CT Rail between New Haven and Hartford and provide direct or connecting service to
Getting new service on this line has been a monumental undertaking... New York City, Boston and Vermont. “The Hartford Line will provide the most frequent train service delivered to date under the Federal Railroad Administration intercity passenger rail grant programs
begun in the Obama administration. I commend the team at the DOT for the extraordinary job they have done to make what was once just a dream become a reality,” Commissioner Redeker said. “The delivery of this new rail service is a model for the country and Connecticut should take immense pride in this achievement and celebrate not just the completion of the construction, but the beginning of a bright new transportation and economic development future for the state.” In other Hartford Line news, officials held a ceremony commemorating the opening of Meridian Station on April 19. The station will serve the Hartford Line when it opens, as well as existing Amtrak trains. Construction of the station began in December 2014 and was completed in November 2017. It features several amenities aimed at improving the passenger experience including automatic platform snow melting systems, security cameras and blue light emergency call boxes.
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May 2018 // Railway Track & Structures 5
Industry today
Supplier News The New Jersey Transit Board of Directors approved two contracts f o r th e re c o n s tr u c ti o n of th e Elizabeth Rail Station including a final design and construction contract with Anselmi and DeCicco and a contract for construction management services with WSP USA Inc. Ka n sas Cit y So uth e rn a n d Cl o u d M oyo, a n i nfo r m a ti o n technology and services company, a n n o u n c e d a p a r t n e r s h i p to modernize the railroad’s operating system by la un chin g a n ew CloudMoyo Rail Transpor tation Management system. North Carolina’s Research Triangle Regional Public Transpor tation Authority selected the Gannett Fleming/WSP Joint Venture as th e co ns tru c tio n m a n a g e m e nt
BNSF prepares to build second Lake Pend Oreille bridge possibly in the fall BNSF Railway could begin a project to build a second bridge across Lake Pend Oreille this fall. The railroad has applied for permits that would see the new bridge constructed adjacent to the existing bridge. “The new infrastructure will provide the capacity needed for BNSF’s current traffic and future growth, benefiting all the commodities that we transport and the Amtrak trains that run on our mainline,” the railroad said. “When completed, trains will run in both directions across the bridges, reducing the need for trains to stop as they wait for clearance to cross. The result will be reduced congestion, enhanced safety, shorter wait times at crossings and improved service to our customers.” According to BNSF’s permit application for the Sandpoint Junction Connector, the project consists of a new mainline track west of the existing BNSF mainline, a new bridge
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just short of one-mile in length over Land Pend Oreille, new bridges over Sand Creek and Bridge Street in Sandpoint, Idaho, as well as track, switch, signal, utilities and maintenance access road upgrades. BNSF says it is proposing the second bridge to meet growing capacity freight and passenger needs. The single mainline, as well as portions of the over-water bridges date from the early 1900s. BNSF explains that this portion of its network, which serves as a critical connection between the Midwest and Pacific Northwest, has become constrained under steadily rising traffic volumes during the past three decades. A second mainline connecting BNSF’s Algoma siding located south of Sandpoint and the Sandpoint Junction where the Class 1 tracks join with Montana Rail Link’s mainline would ease rail congestion, reduce siding hold times, as well as grade crossing wait times.
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Federal Transit Administration
FTA awards grant to help build SMART Larkspur extension The U.S. Department of Transportation’s (USDOT) Federal Transit Administration (FTA) awarded a $22.5 million grant to the Sonoma-Marin Area Rail Transit District (SMART) for the San Rafael to Larkspur commuter rail extension. The project is a 2.1-mile extension to the south of SMART’s existing 43-mile commuter rail line. The extension will run from downtown San Rafael to the Golden Gate Transit Larkspur Ferry terminal in Marin County, providing an alternative to travel on U.S. Highway 101. Officials said the project will provide an important connection for North Bay residents to access regional ferry service serving downtown San Francisco and destinations throughout the Bay Area. Construction on the extension began in 2017. A $36.3 million design-build contract was awarded to a Stacy and Witbeck/Herzog joint venture in June 2017. In addition to constructing the extension, the scope of work includes the construction of a center platform station, two new bridges, rebuilding a trestle and interim improvements to the Bettini Transit Center in downtown San Rafael. “This grant will improve transportation links for the hundreds of thousands of commuters traveling in the Bay Area every day,” said U.S. Transportation Secretary Elaine L. Chao. The grant is through FTA’s Capital Investment Grants program and represents 40.6 percent of the total estimated project cost of $55.4 million. “This project will provide an important multi-modal connection to transit services for those trying to reach their jobs, schools, and homes,” said FTA Acting Administrator K. Jane Williams. “FTA is committed to modernizing these connections to improve safety and reliability for all users.” SMART Board of Directors Chairwoman Debora Fudge cited a positive partnership with federal officials, as key to bringing the Larkspur to fruition. “We want to thank all of our federal partners for securing funding for this important extension,” said Fudge. “This provides us with the resources needed to complete our work in Larkspur, and successfully expand the system.” Judy Arnold, vice chairwoman of the SMART Board of Directors, noted the importance of the project’s economic impact to the area. “Our Larkspur connection is an important link to San Francisco and will connect residents, employers and visitors to Sonoma and Marin counties,” said Arnold. “It will provide an economic boost for the North Bay and create new opportunities for businesses, tourism and our local communities.” rtands.com
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May 2018 // Railway Track & Structures 7
Industry today
Supplier News consultant for Durham and Orange counties’ light-rail project. Chicago Transit Authority awarded a signal improvement contract to Kiewit-Aldridge AJV as part of its Blue Line overhaul. T h e Lo s A n g e l e s Ci t y C o u n c i l approved a $4.9 billion contract w i t h LA X I n t e g r a t e d E x p r e s s S o l u t i o n s f o r t h e A u to m a te d People Mover train system at Los Angeles International Airport. Infrastructure Ontario and Metrolinx selected Mosaic Transit Group as the preferred proponent for the Finch West Light Rail Transit project in Toronto, Ontario. nVent Electric plc, a provider of electrical connection and protection solutions, separated from Pentair plc and launched as an independent, publicly traded company.
Big month for SSO Programs with five states gaining FTA certification The Federal Transit Administration (FTA) certified five State Safety Oversight (SSO) Programs in April, the most it has done so far in a single month. Virginia, Colorado, Arizona, Georgia and Pennsylvania all obtained certification of their SSO Programs. With these five states, FTA has now certified 11 out of 30 required SSO Programs. FTA says an additional six states have their SSO Program into the agency for review leaving 14 state certifications outstanding. April marked a big push surrounding SSO Programs with less than a year left for states to obtain certification prior to the April 15, 2019 deadline. Should a state fail to obtain certification by the deadline, which cannot be waived or extended, FTA is prohibited from awarding new federal transit funds to any transit provider in the state until certification is obtained. “Safety is our top priority and FTA is
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committed to working with states to help them fulfill their safety responsibilities,” said FTA Acting Administrator K. Jane Williams. “These Safety Oversight Programs will make our rail transit systems safer for the millions of Americans relying on them each day.” FTA explains that to achieve certification, an SSO Program must meet several federal statutory requirements, including establishing an SSO agency that is financially and legally independent from the rail transit agencies it oversees. In addition, a state must ensure that its SSO agency adopts and enforces relevant federal and state safety laws, has investigatory authority and has appropriate financial and human resources for the number, size and complexity of the rail transit systems within the state’s jurisdiction. Furthermore, SSO agency personnel responsible for performing safety oversight activities must be appropriately trained.
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Industry today
Lost Angeles County Metropolitan Transportation Authority
CalSTA awards $4.3 billion to California transit and intercity rail projects through grants, funding agreements The California State Transportation Agency (CalSTA) awarded $2.6 billion in Transit and Intercity Rail Capital Program (TIRCP) grants to 28 recipients. CalSTA is also providing additional funding for seven projects through multi-year funding agreements, bringing the total awarded to more than $4.3 billion. TIRCP funding is provided through Senate Bill 1 (SB 1) and from the proceeds of the Cap and Trade program. The program provides major benefits towards meeting the state’s climate and air quality goals, with a total reduction of more than 32 million tons of greenhouse gas emissions. “The projects selected for this round of Transit and Intercity Rail Capital Program grants make great strides in helping California transform the state transportation system,” said CalSTA Secretary Brian Annis. “This investment of SB1 revenue and Cap and Trade dollars will help us reduce harmful emissions, expand mobility options and create jobs statewide.” This multi-year funding program provides project funding for 28 projects, with a total cost exceeding $18 billion. Officials said these projects will provide significant benefits to Californians through expanded transit and rail offerings that are faster, more frequent and more reliable. CalSTA said investment is focused on critical projects to prepare Los Angeles and the Southern California region for the 2028 Olympic Games with six major Los Angeles County Transportation Authority expansion projects receiving funding including light-rail extensions to Torrance and Montclair and additional rapid transit service along congested corridors. Additional funding to go towards improving regional commuter and intercity rail to make Pacific Surfliner and Metrolink services faster and more reliable through major investments including track improvements at Los Angeles Union Station. Another area that saw significant funding was the Bay Area, where projects will establish the San Jose Diridon station as a Bay Area Regional hub by completing the funding for BART to San Jose, create new rail service to Salinas and Monterey and continue support for Caltrain electrification with funding for additional electric trainsets. TIRCP invests in additional new rail vehicles for BART and San Francisco Municipal Transportation Agency to improve service and reduce train crowding during peak service, and funding for SMART train extensions to connect with Larkspur ferry service and Windsor. In the Central Valley, CalSTA says the investments will support the creation of an integrated ACE and San Joaquin rail system increasing service frequency in the Central Valley while providing new service connections to Ceres and Sacramento. The funds will also allow for improvements to light-rail service for Sacramento Regional Transit. This round of awards is part of SB 1’s $7.6 billion investment in transit projects. In January, CalSTA awarded $51.9 million in State Rail Assistance program funding which focused on projects that improve commuter and intercity rail service across the state, reduce air pollution and ease traffic congestion. “These zero emission bus and rail projects mean millions of tons less pollution in the air we breathe,” said California Gov. Edmund G. Brown Jr. rtands.com
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Industry today
People BELT RAILWAY COMPANY OF CHICAGO President Pat O’Brien will retire this summer after 32 years with the railroad. Norfolk Southern veteran Mike Grace will replace him. CSX CORPORATION appointed Brian Barr, vice president of mechanical, to serve as the company’s new senior vice president of engineering and mechanical. Paolo Covoni was selected to serve as managing director of ECM S.p.A., an international signaling company recently acquired by Progress Rail, effective immediately. E N S CO, I N C . a p p o i n te d R u b e n D. Peña B. as director of Government Surface Transportation for its Applied Technology and Engineering Division staff. Robert Coakley was also tapped for the role as director of Business Development in the Applied Technology
THE
and Engineering Division. House T&I Committee Staff Director Matt Sturges became the FEDERAL RAILROAD ADMINISTRATION’s deputy administrator. H N T B C O R P O R AT I O N t a p p e d J o h n O rriso n to se r ve as a se n io r technical advisor in the firm’s railway engineering practice. Ben Tripousis was named associate vice president an d se n ior program m an ag e r an d Michael Booth was appointed new transit planning group director and associate vice president in the Chicago office. Phillip Eng became the Metropolitan Transportation Authority LONG ISLAND RAIL ROAD’s new president. Sally Librera was named senior vice president-subways of NEW YORK CITY TRANSIT. Frank Jezycki was tapped as executive vice president and chief
operating officer-subways. Pa u l La u ritze n h a s j o i n e d R . J. CORMAN RAILROAD GROUP as vice president of transportation. Laura McNichol was named senior vice president of government and industry relations at WATCO COMPANIES. WSP USA named Keith Powley as a senior engineering manager and rail transportation construction program manager in Charlotte, N.C. Stephen Kambol was also tapped to serve as a senior project manager for WSP USA’s Seattle office. OBITUARY: Nathan Henderson, executive vice president of Midwest Pacific Rail Net & Logistics and managing partner and chief operating office of North America Rail Partners, LLC, died April 18, 2018. He was 43 years old.
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NRC Chairman’s Column
ASLRRA and auction recap, looking ahead
I
“
We have had two outstanding industry events and the railroad construction and maintenance business is going strong.
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
t has been another big month at the NRC. We have had two outstanding industry events and the railroad construction and maintenance business is going strong. The American Short line and Regional Railroad Association (ASLRRA) hosted their annual conference from April 8–11 in Nashville, and it was, as always, a great conference with a busy program. The Gaylord Opryland Resort was a perfect location. Among many other panels, the ASLRRA presented its safety awards at the conference. The NRC would like to congratulate the ASLRRA’s Safety Professional of the Year, Mitch Harris, the director of Safety, Training & Regulatory Compliance for the Rio Grande Pacific Corporation, and also the Safety Person of the Year, Jeremy Kramer, the director of transportation for the Louisville and Indiana Railroad. The NRC joins the ASLRRA and these two gentlemen in an absolute commitment to prioritizing safety on the railroad. The NRC Rail Construction and Maintenance Equipment Auction also took place in April. This was the 15th consecutive year that the NRC has hosted an equipment auction and every year the auction seems to get bigger and better. It is not just an auction anymore, having grown to become an event for contractors, suppliers, railroads, transit agencies and anyone in the industry to meet up, discuss business and buy and sell equipment. This year’s auction was held at the Blackmon Auctions location in Lonoke, Ark. More than 200 pieces of equipment were sold to bidders both on-site and online. It raised more than $30,000 for the NRC’s safety, education and training programs through both consignments and donations. Those funds are used for NRC safety videos, scholarships for children and grandchildren of employees of NRC member companies, contributions to rail-focused university programs, safety training materials for NRC member companies and more. I would like to thank the entire NRC Auction Committee, including Danny Brown of Custom Truck One Source, Deric Berry of Herzog, Daniel Daugherty of Progress Rail Services, Mark Gaffney of Stacy and Witbeck, Russ Gehl of Holland, Jay Gowan
of RailWorks, Matt Harbison of Danella, Paul Laurello of Delta Railroad Construction, Mark Snailham of Balfour Beatty and Greg Spilker of Encore Rail Systems. They work so hard every year to make the auction go smoothly, and without their effort it would not be what it is today. In particular, Danny, as chair of the committee, and Mark, as the biggest donor to the auction, both go above and beyond the call of duty to support the NRC and our industry. The signal and communications contractors and suppliers are all looking forward to the Railway System Suppliers, Inc., show this month in Omaha, Neb., May 21–24. If you’re reading RT&S, this show is really a must-attend to see the latest signal and communications technologies. Also, don’t forget to mark your calendars now for the 2019 NRC Conference and NRC-REMSA Exhibition, which will be held at the J.W. Marriott in Marco Island, Fla., from Jan. 6–9, 2019. On a final note, I write this article with a heavy heart, as the NRC community and the NRC Board are still reeling from the tragic loss of our friend, competitor and colleague, Nathan Henderson. Nate passed away last month at 43 years old. Nate was an uplifting, productive, and fun presence at NRC Board Meetings – he was a deal-maker and connector extraordinaire, and somebody we relied upon for advice and counsel. He was also one of the few board members who could be depended upon to keep smiling through a long, fourhour meeting! We are all going to miss him. I wish you all a safe and successful month.
Mike Choat NRC Chairman
May 2018 // Railway Track & Structures 11
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TTCI r&D
Rail grinding: Choosing the best template alignment method Three grinding templates are evaluated using computer modeling. by Alexander Keylin, senior engineer; Scott Cummings, scientist; Transportation Technology Center, Inc.
I
n 2016 and 2017, Transportation Technology Center, Inc. (TTCI), used computer modeling to compare three methods of rail grinding template alignment used
in North America and Europe; namely the centerline, Euronorm and range alignment methods. Statistical analysis of four performance metrics (head loss, post-grind discrepancy area, maximum grind depth and maximum post grind discrepancy) showed that variation in unground rail profile and grinding templates overshadowed the differences resulting from the centerline and Euronorm alignment methods. The range alignment method led to more metal removal and resulted in higher adherence between post-ground rail and grinding template. None of the three alignment methods examined were consistently best by all metrics. Rail grinding operations can be broken down into three regimes:
Figure 1 depicts the results of two different alignment methods applied to the same rail profile.
Figure 2 shows the three alignment methods that are compared in the study.
14 Railway Track & Structures // May 2018
• Preventive grinding is performed at scheduled intervals and involves removing a small amount of material in a single pass. This regime is appropriate when a rail only has minimal surface damage and its profile only slightly deviates from the desired shape. • Maintenance grinding is also performed at scheduled intervals, but it removes more material and may require multiple passes. • Corrective grinding requires multiple passes and is performed on an “as needed” basis to remove surface damage. With preventive and maintenance grinding, there is a trade-off between how much material is removed during grinding and how closely the ground rail adheres to the desired profile. This trade-off is affected by the chosen grinding template alignment method. Defining alignment “Rail grinding template alignment” refers to superimposing a grinding template on top of a measured rail profile; namely: • Aligning an unground or ground rail profile with a grinding template to determine whether the two are within tolerance (acceptability criteria vary1, 2, 3) or if additional grinding is required. • Aligning an unground rail profile with a grinding template to determine the amount and location of metal removal. In this study, the grinding process is simulated by a computer script that allows for these two procedures to be combined into one step. Use of a different alignment method can lead to different results, even when the unground rail profile and the grinding template remain the same, as shown in Figure 1. Alignment methods There are several alignment methods used in the industry. However, none of them are universally accepted. The alignment methods considered in this study assume that both left and right measured rail profiles are in a coordinate system in which the horizontal axis is parallel to the line tangent to the top of both left and right rail. During the alignment, measured profile and template can be shifted rtands.com
TTCI r&d
Figure 3 depicts examples of the results of the simulated grinding process.
horizontally and/or vertically relative to each other, but cannot be rotated. Method A (centerline) requires that the farthest point on the gauge side of the template coincides with any point on the measured rail profile and that the centerline point on the measured rail profile coincides with any point on the grinding template. On templates designed for use with this method, the farthest point on the gauge side usually has a contact angle between 45 and 60 degrees. Centerline of the measured rail is determined using a laser measurement system aboard a rail grinder, which measures not only railhead profile, but also base and web of the rail. Centerline can be estimated from the railhead profile alone, but it can be challenging for rail with significant gauge side wear. This method can be modified by adding a lateral offset between the centerline and the point used for alignment. • Method B (Euronorm) is specified in the European standard EN 13231-3.1 It has different requirements for non-side-worn rail versus a side-worn rail. For a non-sideworn rail, two reference points are defined on the template: the first point is where the rail head is coincident with a line tangent to the top of both left and right rail; the second point is located at the gauge side of the rail 14 mm (0.551 in.) below the tangent line. These two points must coincide with any points on the measured rail profile. For a side-worn rail, the first point is defined rtands.com
similarly, but the second point is defined as a point on the gauge side where contact angle equals 45 degrees. • Method C (range) is designed to ensure that, after grinding, the rail profile becomes identical to the template throughout a specified range of contact angles. In this method, the farthest point on gauge side of template coincides on any point on the measured profile and a minimum of X material is removed above all points on the template between points P1 and P2, which have contact angles A1 and A2 as specified by the user (in this study we used X=0 inch, A1=0 degree and A2=30 degrees). Computer modeling One North American maintenance-of-way provider and three Class 1 railroads provided measured rail profiles from a variety of curves and tangent track, measured with a laser system aboard a rail grinder. Each railroad provided about 30 pairs of profiles. Additionally, Railroad 1 provided two grinding templates (high rail and low rail/tangent track); Railroad 2 provided three templates (high rail, low rail, and tangent track) and Railroad 3 provided five templates (low rail, two templates for high rail and two templates for tangent track). A MATLAB® script simulated rail grinding by applying three alignment methods to each of 222 combinations of measured rail
profiles and grinding templates. After aligning the profiles, the script found the points of intersection between the measured rail profile and the grinding template and identified the amount and location of metal removal, as shown in Figure 3. For each alignment case, the script calculated four performance metrics: • Head loss (metal removal) area, defined as the cross-sectional area difference between unground and ground rail profile. • Post-grind discrepancy area, defined as the cross-sectional area difference between ground rail profile and grinding template. • Maximum grind depth • Maximum post-grind discrepancy; although a real grinding operation would be unlikely to leave any unground surface on the portions of the rail head that contact the wheel, this metric can illustrate adherence of the ground rail profile to the template. Results Table 1 shows the results of the statistical analysis (sign test for a median) of the four performance metrics and their interpretation. It should be noted that statistical significance does not always mean practical significance. In particular, differences between the results of methods A and B are likely to be overshadowed by the variation in unground rail profiles and grinding templates (see Reference 4 for more details). May 2018 // Railway Track & Structures 15
TTCI r&D
Performance Metric Hypothesis Median
Head Loss (in.2)
Post-Grind Discrepancy Area (in.2)
Maximum Grind Depth (in.)
Maximum Post-Grind Discrepancy (in.)
A-B<0 A-C<0 B-C<0
A-B>0 A-C>0 B-C>0
A-B<0 A-C<0 B-C<0
A-B>0 A-C>0 B-C>0
-0.00144 -0.01416 -0.0116
0.00122 0.00558 0.00172
-0.00052 -0.00756 -0.0069
0.00219 0.00825 0.00474
p-value Conclusion 0.0248 0.0000 0.0000
0.0000 0.0000 0.0000
0.0596 0.0000 0.0000
0.0000 0.0000 0.0000
Interpretation
A<B<C
Method C leads to higher median head loss than method B; method B leads to higher median head loss than method A.
A>B>C
Method C leads to smaller median post-grind discrepancy area than method B, and method B leads to smaller median post-grind discrepancy than method A.
A<C, B<C
Methods A and B lead to smaller median grind depth than method C; no statistically significant conclusion can be reached about the relationship between methods A and B.
A>B>C
Method C leads to smaller median post-grind discrepancy distance than method B, and method B leads to smaller median post-grind discrepancy distance than method A.
Table 1: Results of the statistical analysis.
Conclusions In studied cases, the variation in unground rail profile and grinding template tended to overshadow the differences due to the centerline and Euronorm alignment methods. The range alignment method led to more metal removal and resulted in higher adherence between post-ground rail and grinding template. None of the three examined alignment methods were consistently best by all metrics. Choice of template alignment method should take into account factors like grinding regime, acceptable number of grinding passes and grinding templates used by the particular railroad. Capabilities of grinding equipment, such as the ability to accurately measure rail centerline, may further limit the choice between alignment methods. 16 Railway Track & Structures // May 2018
Some of the existing templates designed for compatibility with the centerline method are incompatible with the Euronorm method, because their farthest gauge-side points do not extend far enough below the top of the rail. Finally, maintenance-of-way providers may tune the range alignment method to fit customers’ requirements. This study used 0-degree and 30-degree angles as inputs for this method; specifying a wider range of contact angles will ensure even higher conformance to the grinding template at the cost of increased rail head loss and more grinding passes. Acknowledgements This work was conducted under the Association of American Railroads’ Strategic
Research Initiative on wheel and rail profile design and maintenance. References 1. Acceptance of Reprofiling Rails in Track. 2012. European Committee for Standardization. EN 13231-3:2012. 2. Devadoss, R.; Chattopadhyay, G.; Mandal, N.K.; Sroba, P.; Turner, M.; and Creese, G. “Rail Grinding Quality Assurance Based on Profile Correction and RCF Control.” 2010. Wellington, England. 3. Keylin, A.; Cummings, S. “Comparative Analysis of Rail Grinding Template Alignment Methods.” 2017. Indianapolis, Ind. 4. Palese, J.W.; Euston, T.L.; Zarembski, A.M. “Use of Profile Indices for Quality Control of Grinding.” 2004. AREMA 2004 Annual Conference, Nashville, Tenn. rtands.com
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small project of the year
NRC Small Project of the Year:
Union Pacific Lakeside
Sub Bridge Project Ames Construction was recognized for the contractor’s ability to overcome financial and environmental hurdles without any serious injuries or wasted time.
18 Railway Track & Structures // May 2018
The UP Lakeside Sub Bridge Project rebuilt a sinking causeway, which the railroad used to traverse the Great Salt Lake outside of Ogden, Utah. The NRC described the project as a vital link in the transcontinental railroad, carrying dozens of trains daily. Ames outlined several factors that led to the causeway’s disrepair: It was built in 1900; the causeway underwent a partial reconstruction in the 1950s; it aged with the
passage of time; and its location in a harsh physical environment, all of which compromised the two concrete culverts that had allowed water to flow through the causeway. By 2011, the causeway had sunk by more than 15 feet, which rendered the culverts ineffective. Ames was the prime contractor for construction of a 180-foot six-span precast box girder bridge to reestablish the bi-directional water flow between the two arms of the lake, officials explained. rtands.com
All photos: Ames Construction
U
nion Pacific’s (UP) Lakeside Sub Bridge Project in Box Elder County, Utah, carried out by Ames Construction (Ames) was among the 2017 projects recognized by the National Railroad Construction & Maintenance Association (NRC) in January 2017. Ames’ work was honored with the association’s Small Project of the Year award for 2017 at the 2018 NRC Conference in Los Angeles in early January.
By Kyra Senese, managing editor
Small project of the year
The UP Lakeside Sub Bridge Project restored the safety and efficiency of a causeway that had concrete culverts, which had been compromised by the passage of time and other factors.
Obstacles and solutions Ames faced multiple challenges, including limited site access, track time and staging areas, as well as environmental permit restrictions. An existing low-capacity bridge on the causeway complicated mobilization of heavy equipment to the bridge site. Equipment had to be delivered on highway-rated transport trucks and assembled at the construction site, which had extremely limited work areas alongside active tracks with high train traffic. According to Ames, the contractor faced constraints due to limited site access, track time and staging areas, in addition to hurdles relating to environmental permit restrictions. These factors required consideration during the project’s planning, design and construction phases throughout
the culvert replacement, Ames said. Crews had to comply with a carefully planned, two-phased bridge construction program due to the requirement to continue allowing train passage through the construction site. The project’s first phase entailed constructing half of the bridge and shifting the existing tracks to a temporary shoofly. During the project’s second phase, Ames built the second half of the bridge and then shifted the tracks to their final position. Geotechnical investigation and testing results indicated that the piles would have to be installed through about 70 feet of embankment fill to the stiffer lake deposits below, which Ames said created additional obstacles in the pile placement process due to the need to pre-drill and case holes before driving. The contractor also discovered the presence of 1,430 old corroded boxcars that had been placed along the side of the causeway and were buried with stone as protection during a major flood in the 1980s. Crews drilled through the railcars to finish the pile
operations and excavated under the bridge to demolish and remove the boxcars. Ames also shifted the control berms toward the causeway based on results of a settlement analyses. The shifting was intended to reduce the placement of new fill on the unconsolidated lake bottom sediments beyond the existing causeway footprint, cutting down on the amount of anticipated settlement. The Great Salt Lake’s high chloride content of the water also mandated that crews use a specific concrete mix for the new bridge. The nearest concrete batch plant was located 90 miles from the construction site, so crews used a hydration stabilizer admixture in the concrete mix design to slow the concrete’s set time and allow for the twohour drive from the batch plant to the site. Ames crews built control and countermeasure berms on the north side of the bridge to control the flow of water and salt through the bridge channel. Temporary embankments were then built in the lake to access the berm locations from the causeway using heavy equipment and
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May 2018 // Railway Track & Structures 19
Small Project of the year
dump trucks. The contractor used large armoring stone to build and protect the berms, placing it accurately by relying on state-of-the-art GPS surveying equipment to complete this step. Both the procurement and delivery of the armoring stone came with challenges, Ames said. The stone was sourced from various UP quarries and delivered to the site via railcars before being dumped at the site. Last minute scheduling also had to take place due to the site’s limited space in order to receive and store materials before placing them. Material coming from multiple sources and UP’s prioritization of limited resources also added stressors, as deliveries had to be scheduled daily between rail traffic, as well.
Ames Construction was the prime contractor to build a 180-foot six-span precast box girder bridge to reestablish the bi-directional water flow between the two arms of the Great Salt Lake.
Goals accomplished More than 40,000 man-hours were devoted to the project, with one recordable injury that resulted in a lacerated finger that required a single stitch, Ames said. There was no lost time or restricted days.
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Small project of the year
“Ames managed through difficult obstacles throughout the project and managed to stay on schedule,” said Tim Smith, assistant manager of Bridge Construction for UP. “The project manager always had a solution to the obstacles. The quality of work was the best in the business.” Full-time flaggers were available on site to supervise work near active train tracks and to communicate train traffic with crew members on the ground. Ames also credits the project’s safe, productive work environment to thoughtful collaboration between UP, Ames and the contractor’s multiple subcontractors. “This unique project was constructed under constant scrutiny of many regulatory agencies and third party companies,” Ames said. “[We were] able to complete the project successfully in a manner that was gentle to the environment and non-disruptive to the lake-dependent businesses.” The site’s weather conditions along the secluded causeway were impacted by being surrounded by a large body of water. Ames described the weather as “highly
unpredictable and extreme at times,” adding that blowing rain and snow and lake wave action added complications. Crews managed to work through the harsh weather condi-
“
The project manager always had a solution to the obstacles. The quality of work was the best in the business.
tions regardless throughout all four seasons of the year, the contractor said. “The project’s breach of the Great Salt Lake Causeway rejoined the North and South arms of the Lake, which was both challenging and hazardous as the two arms
differed in elevation by over three feet,” Ames explained. “[We were] able to rejoin the two arms of the lake successfully and safely and to the satisfaction of the owner and regulatory agencies without incident.” Costs for the $7.7 million project were also managed throughout the project by ensuring detailed quantity reporting occurred and that daily comparisons were made with consideration to budgeted production estimates. As with all complex projects, communication was key. Modifications to planned work were discussed immediately with the owner and engineer and altered completion plans were created in order to reduce detrimental effects that could impair the planned project cost and schedule. “Communication between Ames site supervision and Ames project management was crucial to forecast needs, track production and execute dynamic plans for construction of the project,” Ames said. The project site’s remote location and limited working areas made it difficult to perform multiple tasks concurrently, as
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Small Project of the year
well. Ames was required to schedule tasks one by one, using a minimal amount of resources like manpower and equipment. The contractor also scheduled material deliveries as-needed to regulate costs and avoid wasting idle resources and lost production. The contractor used excavated materials to build temporary embankments into the lake on both sides of the causeway to construct underwater channels, which eliminated the need for costly barges or dredgers to complete the work, Ames said. In addition, Ames stayed in contact with UP personnel on a daily basis regarding safety, including topics such as daily track traffic schedules, which affected project efficiency daily support needs for the day, the contractor said. Throughout the first phase of construction, Ames said it was determined that the piling depth would need to be revised as the original design depth of driven piling was not sufficient. Ames mobilized larger pile driving equipment to complete the work on the original schedule and at the originally bid unit prices in order to absorb
The UP Lakeside Sub Bridge Project site’s weather conditions along the causeway were impacted by being surrounded by a large body of water, Ames Construction explained.
the extra work with minimal impact, the contractor said. UP’s Smith said in a Customer Satisfaction Document that he applauded Ames’
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STATE OF THE NRC
NRC Chairman Mike Choat, left, meets with Rep. John Rutherford (R-FL-4) during Railroad Day on Capitol Hill on March 7, 2018.
NRC’S GROWTH BOLSTERS ITS STRENGTH
All photos: NRC
The National Railroad Construction and Maintenance Association continues its advocacy and safety efforts, while it continues to gain membership.
R
ailway Track & Structures (RT&S) asked National Railroad Construction and Maintenance Association (NRC) Chairman Mike Choat of Wabtec, NRC President Chuck Baker, NRC Chief Operating Officer Matt Bell and NRC Vice President of Safety/Regulatory Matt Ginsberg about the past year and what they believe is in the future for the NRC.
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RT&S: Mike, you are in your first year as NRC Chairman, what goals have you established for your tenure? Mike Choat: Thanks for the opportunity to do this interview, it’s an honor. My goals as chairman are to continue to grow the organization, plan and execute a best-inclass conference and to maximize the value of the NRC to our member companies. The progress that my predecessor Chris Daloisio (Railroad Constructors) has made during the past two years has been remarkable and we all owe him a ton of gratitude for his efforts. To that point, we continue to set records in membership and attendance at the annual conference. With the support and leadership from the Executive Committee (which includes Jim Hansen of Herzog and Steve Bolte of Danella in addition to Chris and myself), my fellow NRC Board of Directors and our NRC staff, the NRC has
grown in membership, our safety initiatives and programs have served our association well and we continue to be a strong advocate for the rail industry in the legislative arena in Washington D.C. The NRC is committed to bringing its members the most up-to-date safety information available and recognizing companies and individuals who advance safety in the railroad construction industry. We are currently working to educate our members on two new Federal Railroad Administration (FRA) regulations, Part 219 Drug & Alcohol and Part 243 Minimum Training Standards, and ensuring that all members are compliant with the new regulations. Safety Videos #23 “Recognizing Fatigue” and Video #24 “Recognizing Signs and Symptoms” just came out in January. This past March, the NRC co-sponsored Railroad Day on Capitol Hill, a fantastic May 2018 // Railway Track & Structures 23
STATE OF THE NRC
The NRC Annual Conference continues to draw strong attendance based on the quality of its speakers, exhibit and networking opportunities.
annual tradition. NRC members, along with hundreds of shortline railroad executives and Class 1 railroad representatives, met with more than 330 U.S. Congressmen, Senators and their staffers. The unified effort showed our federal elected officials how contractors and suppliers work handin-hand with the railroads to ensure an efficient and safe rail system. In April, the NRC hosted our 15th annual NRC Rail Construction & Maintenance Equipment Auction in Lonoke, Ark. Thanks to Danny Brown and the Auction Committee for the excellent work on that. The 2018 NRC Annual Conference in L.A. had more than 1,100 attendees and more than 150 exhibit booths. I am proud of the attendance, great speakers and programing, and I hope to continue the success at the January 2019 NRC Conference at the J.W. Marriott in Marco Island, Fla. As an overarching goal, transparency, I think, is critical to any association and the NRC will continue using a variety of methods to stay in touch with our membership, including our website www. nrcma.org and email bulletins. The bulletins are emailed out every other week. If you would like to be added to our email list please email mbell@nrcma.org. Additionally, you all at RT&S are kind enough to publish a monthly column from me. The NRC also continues the conversation on Twitter - follow @theNRC to keep up with the association and the day-to-day rail industry happenings. Social media has become a big part of how our messages are getting out to our members and our industry audience. 24 Railway Track & Structures // May 2018
RT&S: You mention the growing membership. What benefits does the NRC offer to its current members, and potential new ones? Chuck Baker: I would group the benefits of NRC membership into three categories: 1) Industry networking events and publications (conference, auction, Railroad Day on Capitol Hill, Annual Directory) 2) Safety 3) Government affairs and legislative/ regulatory advocacy RT&S: That makes sense. Let’s start with the networking. Matt Bell: The industry networking events include discounted registration at the annual NRC Conference and Exhibition and a full company listing in both the printed and online versions of the NRC Membership Directory, which is distributed to Class 1, shortline and regional railroads, as well as executives at rail transit and commuter rail agencies throughout the country. In addition, membership includes access to the NRC bulletin, which is full of useful information for rail contractors and suppliers, and participation in the annual Rail Construction and Maintenance Equipment Auction and the annual Railroad Day on Capitol Hill. RT&S: Your annual conference took place in early January in Downtown L.A. and was well attended. To what do you attribute the success of your conference? Choat: The membership growth in our organization in just the past decade of serving on the NRC board has been
tremendous. That membership growth, combined with the guest speakers we bring to our conferences, all rail industry leaders representing the Class 1s, shortlines and transit agencies, creates a successful and well attended event. Our conference attendees hear firsthand what the railroads and transit agencies capital spending programs for the coming year will be and what future projects are on the horizon. We have also added a panel discussion of current legislative topics of interest to our agenda. Our conferences are very informative - if you are a rail industry professional, you should plan on being there in January. Bell: Also, several other industry associations and companies hold meetings in conjunction with our conference, such as the ASLRRA’s Legislative Policy Committee, Railway Interchange, REMSA’s Board of Directors, the Railway Tie Association’s Executive Committee and multiple AREMA Committees. And multiple seminars were offered at the conference, including an FRA seminar by Rob Castiglione, staff director of Human Performance Program in the Office of Railroad Safety at FRA, on “Overview of FRA Part 243 Minimum Training Standards Final Rule,” and an FRA seminar by Jerry Powers, staff director of the Drug & Alcohol Program in the Office of Railroad Safety at FRA, on “Overview of FRA Part 219 Drug & Alcohol Regulation for Maintenance-ofWay Workers Final Rule.” Baker: These meetings and seminars bring a new group of executives to the NRC Conference, adding to the appeal for NRC members. It also allows many folks to attend the conference and deal with other important business issues in a single trip, making the most effective use of people’s limited time. This has worked well and we invite other rail associations, committees, railroads, transit agencies and state departments of transportation reading this interview to consider coordinating their meetings and seminars with the NRC Conference. The NRC Special Awards have become a highlight at the conference, as well. These awards give NRC members an opportunity to recognize their colleagues for exemplary work in the industry. This year, three awards were presented: - The 2017 Large Project of the Year to the KCS Mossville Yard Expansion Project in Westlake, La., by Ragnar Benson, LLC. - The 2017 Small Project of the Year Award to the Union Pacific Lakeside Sub Bridge Project in Box Elder County, Utah, rtands.com
by Ames Construction. - The 2017 NRC Field Employee of the Year to Mr. Phil Hutton, Track Manager for Universal Rail Systems (URS) Bell: Lastly, our conference would not be possible without the support of our valued sponsors. The NRC offers its members the opportunity to sponsor specific conference functions, such as sessions and receptions, as well as general gold and silver level sponsorships. An NRC Conference sponsorship is a unique marketing opportunity to showcase a company’s products and services in front of an audience of Class 1 and shortline railroads, rail contractors, rail suppliers and professional service firms. RT&S: Your conferences are also generally held in nice facilities in warm locales, which provide a welcome break for those of us coming in from the frozen north. Choat: The location and the time of year make attending our annual conference an easy decision, without a doubt. We hold our conferences in south Florida or southern California in alternating years, in early January. This time of year is typically the slowest part of the construction and maintenance season, which makes it easier for the majority of us to schedule such a trip. It is also very timely for great attendance by our Class 1, shortline and regional, commuter and transit railroads to attend as it is in advance to the construction season starting. This results in maximizing the quality of our speakers who attend. It’s the perfect time of year for many of us to get away, have some fun with colleagues and friends in the industry and get a ton of work done to kick off the year - it’s all good! RT&S: Where will the next NRC Conference be in January 2019? Bell: We’re all set for January 6-9, 2019, at the JW Marco Island, Marco Island, Fla. We’ll notify members this summer via email when conference and exhibit booth registrations are available and also when the hotel room block opens, and of course we’ll advertise the event right here in RT&S. For more information, visit: www. nrcma.org/2019conference. RT&S: Aside from the Annual Conference, are there other NRC sponsored activities during the year? Choat: Yes, the NRC equipment auction and Railroad Day on Capitol Hill are the other two major events each year. This year, the auction was held April 26 at the Blackmon Auctions facility in Lonoke, Ark. Bell: At the auction, a small portion of the proceeds of consigned equipment (3 percent-10 percent) and 100 percent of the proceeds from donated equipment goes to the NRC Safety, Training, and Education Fund. The Fund benefits our membership and the industry as a whole and is the main source of funding for the Safety Training video program. We are extremely grateful to our Class 1, shortline, contractor and supplier partners who have donated pieces to the NRC Auction over the years. Baker: The auction committee has been doing great work on this event and at the previous auctions. The key committee members are Danny Brown of Custom One Source, Deric Berry of Herzog Contracting Corp, Daniel Daugherty of Progress Rail Services, Mark Gaffney of Stacey & Witbeck, Jay Gowan of RailWorks, Russ Gehl of Holland, Matt Harbison of Danella, Paul Laurello of Delta Railroad Construction, Mark Snailham of Balfour Beatty and Greg Spilker of Encore Rail Systems. Blackmon Auctions is our auctioneer every year and they do a great job, too. The equipment at the auction typically includes rtands.com
May 2018 // Railway Track & Structures 25
STATE OF THE NRC
air compressors, ballast regulators, brush cutters, spikers, pickup trucks, hi-rail trucks, cranes, rail threaders, spike pullers, tie inserters and removers, tampers, crib consolidators, log loaders, adzers, pre-gaugers, speedswings, anchor and clip applicators, rollers, cribbers, swing loaders, etc. RT&S: What is the NRC doing to promote safety? Bell: The NRC is committed to bringing its members the most up-to-date safety information available and recognizing companies and individuals who advance safety in the railroad construction industry. There are a variety of programs and resources available to NRC members created to promote railroad construction safety, including access to FRA Part 219 Drug & Alcohol testing for MOW employees’ compliance plan, 100+ safety tool box talks, and the ongoing series of NRC Safety Training videos, of which we have produced 24 and counting. In addition, member companies participate in the NRC Safety Committee and are eligible for the annual Railroad Contractor of the Year
Safety Awards. The NRC is also a voting member of the FRA Railroad Safety Advisory Committee (RSAC) and several individuals of NRC member companies sit on RSAC working group committees. Matt Ginsberg: We have a very active Safety Committee, which includes some highly experienced safety professionals. The interest in the committee and its membership continues to grow, which we feel is a great reflection on the good work that the committee is doing. Our current Chair is Darwin Isdahl from Loram Maintenance of Way and Vice Chair is Greg Coleman from RailWorks. The Safety Committee oversees the Safety Training video program, the NRC’s participation in the FRA’s RSAC process, the Contractor Safety Award contest, the Pocket Safety Manual, our Tool Box Talks and all of the NRC’s other safety programs. In the past year, the NRC has been hard at work helping contractors comply with two major FRA regulations in particular, Part 219 drug and alcohol testing for maintenance-of-way employees and Part 243 minimum training standards. For Part
219, NRC has established relationships with two well-regarded third-party administrators (TPAs), DISA and Integrity Testing & Safety Administrators, to help our contractor members comply with this rule. For Part 243, the NRC has hired John Zuspan of Track Guy Consultants to develop a model program templates and training materials to accompany each template for our members to help them comply with this rule. Currently, the NRC has 10 approved model templates approved by the FRA. The continuing series of safety training videos is led by Safety Committee member John Zuspan. This year we also moved all of the videos from DVDs to USBs. NRC members are now able to get all 24 videos on one USB flash drive. The two most recent videos in this series video #23 “Recognizing Fatigue” and video #24 “Recognizing Signs and Symptoms,” were unveiled at the conference in January 2018. For video #24, the NRC collaborated with other industry groups and railroads to come up with a single video that the whole industry can use for helping to comply with the FRA Part 219
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STATE OF THE NRC
drug & alcohol rule. The entire video series has received excellent reviews and is available at no cost to NRC members. The previous 22 videos, which are still available, are listed on page NRC9 of the NRC Membership Directory, inserted in this issue of RT&S. Safety Committee members, along with NRC staff, represent the NRC’s interests on the FRA’s RSAC, which enables the NRC to provide input to the FRA as they create regulations dealing with such key issues as minimum training standards for railroads and contractors performing maintenanceof-way work, drug and alcohol testing policies, bridge safety, roadway worker protection regulation updates, roadway maintenance machine operating rules, rail integrity testing, positive train control implementation, hours of service and track safety standards. Matt Bell: Safety Committee member David Armstrong of Commercial Insurance Associates takes the lead for the NRC on organizing the very competitive “NRC Safe Contractor of the Year” award contest. RT&S also sponsors this contest and helps to
publicize the winners, which is much appreciated. Safety must, and does, come first for rail construction and maintenance contractors and this award is a valued acknowledgement for the hard work and dedication of the leadership and safety managers of our member companies. The 2017 contest had a record 65 companies that received awards. The winners were announced at the conference in January and are again published in the NRC Membership Directory on page NRC8. RT&S: Let’s move on to your third pillar, government affairs. Baker: Government affairs is crucial for the NRC and its members. There’s a reason we’re headquartered on Capitol Hill after all! The NRC works to promote and support legislation that furthers the railroad construction business climate and protects the railroad construction industry from becoming overregulated. NRC member companies receive updates on federal and state transportation infrastructure spending and regulatory changes and access to a complete network
of key government officials. In the past year, the NRC has worked to encourage transit agencies to contract out more track maintenance, construction and signaling work to private outside contracting companies, as opposed to doing this work in-house. In addition, the NRC has supported the shortline railroad 45G tax credit bill, supported full funding for TIGER, Consolidated Rail Infrastructure and Safety Improvements (CRISI) and INFRA grant programs and opposed any legislation that would lead to larger or heavier trucks on America’s interstate highways. Choat: The NRC is also a major sponsor and organizer of Railroad Day on Capitol Hill. NRC members, along with representatives from the ASLRRA, AAR, REMSA, RSI, RSSI, and RTA all converge on D.C. to get our message out and be heard by our elected officials. There are many issues in Washington, D.C., that can directly affect our businesses. It’s extremely important that the NRC have the representation provided by Chuck Baker and the NRC’s government affairs staff at Chambers, Conlon &
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STATE OF THE NRC
There were more than 150 exhibitors at the 2018 NRC Annual Conference.
Hartwell, but it’s equally important for each of us to be active as well – if you don’t know your Congressman or Senators or their staffs yet, make an effort to do so – it’ll pay off for you and the whole industry. This year’s Railroad Day in March was another successful one - if you couldn’t make it, I encourage you to participate in the next Railroad Day on Capitol Hill in the spring of 2019. RT&S: Speaking of Congress, tell us more about the NRC’s Grassroots Program and why a railroad contractor or supplier would want to host their member of Congress for a visit? Bell: Because it’s more effective to “show and tell” than simply “tell,” the NRC’s Grassroots Program was created to invite members of Congress to visit NRC member facilities and construction project sites. These visits give the congressmen firsthand knowledge of the rail industry and demonstrate how rail contractors and suppliers are positively affecting the industry and the local and national economy. NRC member companies gain positive publicity, foster good relationships with their congressional members and build strong contacts for the NRC to utilize when advocating for rail industry issues on Capitol Hill. It’s a win-win-win! These congressional visits are coordinated and executed by the NRC staff with little work required by the host company. If your company is interested in hosting your member of Congress for a visit, please contact me at mbell@nrcma.org or 202-715-1264. 28 Railway Track & Structures // May 2018
RT&S: What are the NRC’s legislative priorities right now? Baker: It’s certainly an interesting time to be working in D.C. right now! We’re working on making sure rail (freight, intercity and transit) is well-represented in a potential infrastructure bill, encouraging transit agencies to do more of their work via competitive bid as opposed to in-house, making the shortline tax credit permanent and fighting off increases to truck size and weight laws. We’re trying to get a permanent extension of the 45G shortline railroad rehabilitation tax credit to provide the long-term planning certainty necessary to maximize privatesector transportation infrastructure investment. The credit provides a 50-percent tax credit to shortline railroads for investing in their infrastructure, capped at $3,500 per mile owned. This results in more than $300 million per year of additional capital investment by shortline railroads, much of which is contracted out to NRC members or spent on materials and equipment from NRC suppliers. The NRC also continues to make the case to Congress against an increase in the size and weight of trucks that are allowed on the highways. We were pleased that the FAST Act surface transportation reauthorization bill passed in late 2015 made no such changes. Heavy trucks are already subsidized, and increasing their weight and length would increase that subsidy and allow them to compete unfairly against the privately funded freight railroads. Bigger and heavier trucks are unsafe and unwise – they’re bad for the roads and bad for the
rail industry. The American public is solidly against them, and Congress was wise to not support bigger and heavier trucks. We are also actively supporting efforts by the freight railroads to maintain the existing reasonable and balanced economic regulation of their business and we will argue forcefully against legislation or regulation that would needlessly complicate rail service or cap rates. Reregulating the railroads is a sure-fire way to reduce much needed capital investment in the national railroad network. And we’re always focused on the annual appropriations bills, which have billions of dollars at stake for rail-related investments, including for the Northeast Corridor and the intercity passenger rail ‘National Network’, CRISI, TIGER and New Starts. And I won’t forget RRIF! RRIF is a $35 billion infrastructure loan program that is underutilized by the railroads, but we are hoping to see a pick-up in activity, especially given that the FY18 appropriations bill creates a subsidy for the program for the first time. RRIF provides low interest (around 3.03 percent currently), 35-year loan money for railroad rehabilitation and construction. Since 2002, the FRA has approved 37 RRIF loans for a combined total of approximately $5.4 billion. RT&S: How does the NRC attempt to accomplish its legislative goals on Capitol Hill? Baker: As Mike mentioned earlier, the key to the NRC’s legislative success in D.C. is the active participation of our membership. Congressmen only care what I have to say because I am representing their constituents. Hearing frequently and forcefully from those constituents directly is by far the most effective way to get our messages across. Also, in addition to our own direct legislative efforts, the NRC is a member of the OneRail Coalition, with APTA, the AAR, ASLRRA, Amtrak, REMSA, RPA, RSI, the States for Passenger Rail Coalition and other key rail industry groups. When all of those groups can agree and go to Congress with a coordinated message, we’re a powerful force, representing hundreds of thousands of workers and tens of billions of dollars of economic activity. RT&S: Sounds like there’s a lot going on at the NRC! How are membership numbers looking? Choat: The NRC membership committee, along with our Washington, D.C., staff, continues to do an excellent job of rtands.com
STATE OF THE NRC
identifying and recruiting companies who will benefit by joining the NRC. The NRC exists to support and promote rail contractors and suppliers within the rail industry - the NRC is the only organization dedicated to this purpose and we will continue to stay on top of all issues that affect our membership or the rail industry in general. Bell: At the moment, 425 rail construction, supply and professional service companies are members of the NRC, which has more than doubled over the past ten years. We attribute most of that growth to word of mouth, the NRC Membership Committee and our board members who have been the NRC’s best evangelists. We have an impressive group on the board and they have the credibility with their colleagues to convince them to join the NRC and support our industry. Baker: I’d like to specifically thank each of our board members. First off, I would like to thank board members who have departed the board over the past year: Clayton Gilliland of Stacy & Witbeck, Greg Lippard of L. B. Foster, Larry Laurello of Delta Railroad Construction, Bill Reimer of R&R Contracting and Wiggie Shell of Georgetown Rail & Equipment – for their years of service to the NRC. With the job of filling the big shoes of those departing board members, the NRC welcomes George Caric of Stella Jones, Russ Gehl of Holland, Dave Landreth of Kiewit, Allen Branham of Harsco Rail and Mark Snailham of Balfour Beatty. Other than Mike, the NRC Board’s executive committee of Jim Hansen (NRC Vice Chairman ) and Steve Bolte (NRC Secretary/Treasurer) have done a great job leading the association this past year and we still rely on past Chairman Chris Daloisio of Railroad Constructors for sage counsel. A few NRC Board members also chair NRC committees and I would like to give a special thanks to Joe Daloisio of Railroad Construction Co. (Scholarship Committee), Danny Brown of Custom Truck One Source (Auction Committee), Larry Laurello of Delta Railroad Construction and Marc Hackett of Loram Maintenance of Way (Transit Committee) and Jody Sims (Membership Committee). Please go to www.nrcma.org/committees to view all the ways to get involved in a NRC committee. If you would like to be involved with one of the NRC committees, please reach out to the committee chairs, to Matt Bell at mbell@nrcma.org or me at cbaker@nrcma. org. Additionally, thanks to Dave Bergstrom rtands.com
of Ragnar Benson, Bill Dorris (formerly of J-Track Central Division), Scott Goehri of HDR Engineering, Scott Norman of Herzog Contracting Corp, Kevin Riddett of RailWorks and Daniel Stout of STX Railroad Construction Services for your service to the NRC Board. These ladies and gentlemen do an extraordinary amount of work to support the NRC and the rail construction industry. And one special note: as this was heading to press we learned of the tragic passing of NRC Board Member Nate Henderson. For the NRC, Nate was the new chair of the Education Committee, but also a lot more than that – a connector, influencer and just great friend to so many of us. His loss is devastating to us, the industry, all of his friends and his beautiful family. He was a unique person – he can’t be replaced, but we can try to live up to his legacy of seizing every moment. RT&S: Do you have any closing thoughts? Choat: I would like to thank all the NRC member companies and my fellow board
members for supporting the NRC and our cherished industry. We have continued to grow our membership, set new conference attendance records and get a greater participation in our “Safe Contractor of the Year” contest along with our equipment auction and Railroad Day on Capitol Hill. We also continue to grow our Scholarship and Educational Grant programs. These are all positive signs of a healthy and growing organization. Our committee members and board directors will remain active and engaged. All continue to get a high level of support from their respective employers as well. I would like to thank the NRC member companies that support those who serve on the board and on the committees for allowing us to dedicate some of our limited time to this great organization. The state of the National Railroad Construction and Maintenance Association is stronger than ever. God bless the United States of America and the NRC. And RIP Nate - we’ll all miss you, but you’ll never be forgotten. Have a safe day.
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May 2018 // Railway Track & Structures 29
large project of the yeAr
An aerial view of the KCS yard and Sabine River Siphon.
NRC PROJECT OF THE YEAR:
KCS Mossville Classification And Storage Yard
Ragnar Benson, LLC, was tasked with building a new classification yard, as well as expanding an existing yard while traffic remained active.
T
he National Railroad Construction & Maintenance Association (NRC) awarded its 2017 Project of the Year to the Kansas City Southern (KCS) Mossville Yard Expansion Project in Westlake, La., by Ragnar Benson, LLC. The scope of the work performed coupled with a high safety rating were key elements that made the project stand out to
30 Railway Track & Structures // May 2018
the award evaluation committee. In June 2015, KCS and Sasol Chemicals announced plans for the construction and long-term lease of a storage-in-transit (SIT) rail yard to support Sasol’s new ethane cracker and derivatives project in Lake Charles, La. In addition to building the SIT yard for lease to Sasol, KCS also said it would replace and expand its existing rail
car classification yard in Mossville, La. At the time of the announced agreement, KCS President Patrick Ottensmeyer said, “In addition to serving Sasol’s needs in Lake Charles for many years to come, this investment will better position KCS [Railway] to serve the growing petrochemical industry and other customers in the Lake Charles area.” rtands.com
All Photos: Ragnar Benson
By Mischa Wanek-Libman, editor
LARGE PROJECT OF THE YEAR
Ragnar Benson served as the general contractor on the project, which consisted of two components: a classification yard that doubled KCS’s capacity and a rehabilitated and expanded leased storage yard to support the construction of the nearby Sasol Ethane Cracker Plant. The 200-acre project included 212,769 feet of new track, 37,843 feet of rehabilitated track, drainage, lighting and roadway improvements. The existing yard facilities were demolished and four new buildings were added along with a wastewater treatment system, a fuel unloading track and a spill containment area. A new 13 span bridge was also built across the old yard to allow traffic to travel over the new yard without the need for multiple crossings. Challenges Ragnar Benson explains that the project had many constraints and schedule concerns that needed to be met in order to successfully complete the job. Successfully sequencing work seemed to be the key element to success as the project’s seven original phases were broken down into 11 overall work areas. Each of these areas had outside entities with work to complete in order to finish each phase. For example, a water canal had to be relocated into a larger siphon under the project. The siphon needed to be in place and the old canal abandoned before the existing yard and a section of the new yard could be connected. There was also a gas line and pig-launching station that had to be lowered and relocated before work could finish in another area. A 115 KVA power line that fed adjacent chemical plants and ran through the construction limits needed to be relocated. Work had to continue on the project while these obstructions were moved and this prevented work in these from being completed, explained the company. At the north end of the yard, the existing grade was covered by one to two feet of water. The cause was a beaver dam located on an adjacent property that had to be removed several times in order to prevent flooding of the existing tracks. “In order to keep the project moving forward, we utilized mucking out two to four feet of slop along the existing mainline, casted it to the side to create a berm and then filled the hole with shot rock to create a working platform into the area,” said Ragnar Benson. This berm was built on both sides of the tracks to allow for the grade to be built and then a siphon was installed to allow the rtands.com
In addition to the yard work, the project required the construction of a new 13-span bridge to allow traffic into and out of the yard.
passage of water from one side of a berm to the other without flooding out the tracks. The company says this work was instrumental in moving the project forward while the beaver dams were being removed and it also provided a solid base for the new tracks and to protect those tracks from future flooding. According to the company, the initial challenge on this project was establishing drainage in very swampy conditions and constructing grade from borrow sites on the project. Ragnar Benson notes that its detailed work in excavation, grading and water management allowed the subgrade work to move forward in a timely manner. Multiple temporary drainage channels and access roads were needed to keep the project progressing. “With the constant rains in Louisiana it was a substantial effort to maintain forward progress,” said the company. “What added further struggles on this project was the inability to finish the permanent drainage on the project. The existing canal and the gas line through project blocked the connection of the major drainage paths through the job until later in the project.” Ragnar Benson continually reworked the project schedule to maximize available work when outside entities would either not meet their schedules or other outside constraints would impact the work. Multiple times unexpected circumstances would arise and the work would be sequenced to maintain the overall project timeline. Cost control and safety Ragnar Benson explains that one of the important parts of the cost control methodology for this project was the
utilization of a cost loaded schedule. There were fiscal year budget constraints that needed to be met and only certain portions of the work could be completed in each fiscal year. The company says the schedule was a valuable tool to see when the largest portions of cost would occur and the work could be sequenced to fall out in the appropriate year. “Other parts of this were the material deliveries and when and how materials were brought to the project. Most of the materials were brought in by train and stockpiled on the site to avoid delays in placement and also due to the high cost of materials in the area. Scheduling and tracking quantities so they could be delivered with as few train movements was a critical component of minimizing cost for KCS. Another part of this analysis was looking at design changes that could either accelerate the schedule to reduce overhead or that would minimize materials needed for the project,” said Ragnar Benson. The company notes that one of the major challenges with the analysis was making sure that design changes could be made that would not impact the overall schedule, but could save money. The company says one example of this can be found in the handling of a high voltage power line that ran through the project. “Based on the original schedule, it was to be moved by a certain date that the power company could not meet. It would have been more than $500,000 to have it relocated to meet the current schedule. Through changing the order of work and being able to analyze the overall schedule impact to the project, we found other areas of work that, for an additional cost, could May 2018 // Railway Track & Structures 31
large project of the year
The Ragnar Benson team, along with Steven Raiche of KCS, far right, accept the 2017 NRC Large Construction Project of the Year Award at the NRC Annual Conference in Los Angeles this past January.
be done for much less than the relocation and the project could still remain on schedule,” said the company. “It was the use of the cost loaded schedule and how the work was sequenced that helped maintain the costs and minimize the overall impact to the project.” While Ragnar Benson served as the
general contractor on the project, the company also had to manage multiple subcontractors and suppliers, which meant the project’s safety focus was a top priority. The project accumulated 405,000 manhours worked. The Ragnar Benson team completed the project with zero recordable injuries and no lost time accidents.
Ragnar Benson says this was accomplished by the full team participating in the KCS Rail Safety Training program and the Ragnar Benson site orientation before any work occurred. The company says 745 people were put through site orientation. “Following that, every employee onsite must attend the daily morning safety briefings, before every shift. During the morning briefings, Ragnar Benson discussed safety topics and observations, track protections and planned out where every contractor was going to be working and the tasks that they were going to be perform,” said the company. Ragnar Benson also empowered workers to provide a job briefing to anyone, no matter who that individual was, who approached a work area. The project was completed by December 2017 and handed over to KCS. “Throughout the construction process, Ragnar Benson diligently monitored the project’s schedule through weekly updates and constant adjustments to obstacles,” said Steven Raiche, construction manager for KCS. “The project was very successful.”
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t is said that April showers bring May flowers, but I think we’re all wondering what this cold weather and snow will bring this year. It is amazing how quickly this year is going; with this May article we are just three and a half months from the AREMA 2018 Annual Conference & Exposition, which will be held in Chicago, Ill., on Sept. 16–19 at the Chicago Hilton. There is also a fun spouse/guest program in the works which will make a visit to Chicago interesting for your significant other. As you begin your planning for more outdoor activities for this spring, whether for railroad maintenance or leisure, be sure to put this year’s conference on your calendar. I thought it might be interesting this month to discuss continuous maintenance cycles. Railroad maintenance professionals are responsible for maintaining the track infrastructure. Maintenance teams are experts in understanding where to prioritize their work on their individual railroads. A prerequisite to developing this prioritization is understanding the overall health and condition of the infrastructure. Continuous improvement maintenance cycles are used to drive the decisions for railroads. With limited resources, these decisions must be date-driven. This allows those resources being used to provide maximum benefit for the railroad. Processes used are grouped into four categories/ actions: assess, repair, predict and prevent. The following is a summary of those processes: • Assess (Defect detection) - Assessment processes are used to quantify the condition of the infrastructure. Types of technologies used for daily track assessment are: track evaluation vehicles, visual track inspections, ultrasonic rail
flaw inspection, vehicle track integration (VTI) locomotives, gauge restraint measurement system (GRMS), ground penetrating radar and Autonomous Track Geometry Measuring Systems (ATGMS). Track evaluation vehicles provide these types of assessments: track geometry, performance-based track geometry (PBTG), rail wear, rail surface, rail corrugation, tunnel laser system, and digital right of way video of the network. Hyrail and walking track inspections are performed by track inspectors. Railroads perform inspections to prevent track-related service failures. Rail flaw ultrasonic inspection is used to identify and classify rail defects and ultimately prevent broken rail derailments or service failures. Vehicle Track Interaction (VTI) is a system used to measure wheel/ axle and car body acceleration (G’s) to identify possible track defects from the rail cars’ perspective. The accumulation of this assessment data generates the conditions and health of the network. This is a tremendous amount of data to manage. • Repair (Defect removal) - The overall goal of repairing the track infrastructure is to repair or remove defects. The objective is to ensure resources are allocated to the highest priority location or activity. Because there is a tremendous amount of data to be managed, solid planning and scheduling processes are imperative. Engineering systems have to be capable of analyzing assessment data, maintenance need, workforce, track availability and maintenance plans. Infrastructure is repaired or renewed with system and maintenance gangs. Some of the maintenance processes used: surfacing, on-track and off-track undercutting, ballast cleaning, preventive rail grinding, and in-track welding. • Predict (Asset renewal) - The objective of this action is finding failure before it occurs. Predictive modeling is used to better allocate assets where they are needed. It addresses potential failures and helps to define renewal strategies. The dynamic load environment causes track degradation, which requires maintenance and asset renewal to bring back to standard. The two largest assets for railroads are rail and ties. • Prevent (Life extension) - With the high May 2018 // Railway Track & Structures 35
replacement cost for track infrastructure assets, railroads have to maximize the life of such assets. That is why resources are allocated to life-cycle investment in the infrastructure. Some of the areas where resources are allocated are: rail lubrication, rail grinding, undercutting, drainage and material science. Infrastructure must be maintained with a balance between maintenance and life
extension. Managing these assets is critical to maintaining a heavy haul railroad. To be successful, railroads must have continuous improvement maintenance cycles in place to best manage their assets. A good place to learn and compare best practices in this area is through AREMA’s conferences and educational offerings. Wishing you happy railroading as these April snow showers turn to May flowers.
Getting to know Jeff Keating
JEFF KEATING, PE Senior Associate, Rail & Transit, H.W. Lochner, Inc.
E
ach month, AREMA features one of our committee chairs or committee members. We are pleased to announce that the May featured member is Jeff Keating, chair of Committee 12 – Rail Transit and senior associate, Rail & Transit, at H.W. Lochner, Inc. AREMA: Why did you decide to choose a career in railway engineering? KEATING: Missouri Pacific Railroad was the only company with a co-operative education program through the engineering school I attended with offices where I could live at home. I really needed the money to stay in school, so I became a railroad engineer. Five different offices later—all over the railroad—I graduated. AREMA: How did you get your start in the industry? KEATING: Missouri Pacific made me a job offer since I already knew the work and the offices. Soon after, Union Pacific took them over and I got to travel all over the western United States. AREMA: How did you become involved with AREMA and your committee? KEATING: I saw the value in AREMA even before graduation and joined as a
36 Railway Track & Structures // May 2018
student, but we were not allowed to attend the annual conference while I worked at MP/ UP or as a contractor. I started attending the annual conference while working for Bi-State Development Agency, the parent company of Metro light-rail in St. Louis. It helped me get much needed information to maintain the new system AREMA: Outside of your job and the hard work you put into AREMA, what are your hobbies? KEATING: I love to travel and I am a fly fisherman for trout. I love trips to the National Parks, especially in my travel trailer. I have visited 30 parks so far. AREMA: Tell us about your family! KEATING: I have a wonderful wife, who is also a professional engineer, and two amazing adult daughters who are not. AREMA: If you could share one interesting fact about yourself with the readers of RT&S, what would it be? KEATING: I’m loaded with pointless information and share it much too often. For those who remember the old TV show “Cheers!,” I’m the Cliff Claven of railroad engineers. AREMA: What has been your biggest achievement so far? KEATING: I’ve loved the projects I have worked on over the years. From Union Pacific’s fiber optic program to the new Stan Musial Mississippi River Bridge, construction and maintenance of the MetroLink system in St. Louis, working on the Chicago Transit Authority, design of the Dakota, Minnesota and Eastern and being a Dad have all been very rewarding. AREMA: What advice would you give to someone who is trying to pursue a career in the railway industry? KEATING: Keep safety in mind first and foremost, and learn all you can about as much as you can. You never know which skill you will need in five minutes.
FYI Registration is open for the AREMA 2018 Annual Conference & Exposition, Sept. 16-19 in Chicago, Ill. Register today and be sure to include access to AREMA Virtual18 On-Demand Learning so you can experience more of the conference on your own schedule. Be sure you are in the hands of all AREMA 2018 Conference at ten dees by adve r tisin g in the 2018 AREMA Conference Proceedings. Visit www. arema. org for more information on advertising rates. Do you want to generate leads, promote a product and reach a target audience? Sign up for sponsorship at the AREMA 2018 Annual Conference & Exposition. Please visit www.arema.org for more information on sponsorship 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 m o re th a n 40 n ew, rev ise d, reaffirmed or extended manual parts, it’s the perfect time to get the 2018 Manual. Order the man ual online now at w w w. arema.org or contact mbruins@ arema.org for more details. Call for entries for the 2018 Dr. William W. Hay Award for E xc e l l e n c e. Entri e s m u s t b e su b m it te d by M ay 25, 201 8 . Please visit www.arema.org for more information. 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.
Not an AREMA Member? Join today at www.arema.org
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Rutgers University AREMA Student Chapter 2017-2018 Academic Year By Daniel F Rodriguez and Zhipeng Zhang, Rutgers University
Group photo of Chapter members on tour with NJ Transit staff.
S
Daniel Milo presented a poster at the AREMA 2017 Annual Conference. rtands.com
imilar to last year, members of the American Railway Engineering and Maintenance-of-Way Association (AREMA) Student Chapter at Rutgers University have been making their mark. Since September, members have hosted several meetings, conducted and/or presented research, collaborated with peers in coursework and visited industry partners in New Jersey. Specifically, a group comprised of various AREMA Student Chapter members recently attended a tour of several facilities belonging to New Jersey Transit throughout greater New Jersey. The tour, which included trips to Newark Penn Station, Broad Street Station, Meadows Maintenance Complex, Rail Operations Center, Hoboken Terminal Station and Secaucus Junction, including the Station Operations and Intermodal Project, was in large part provided by Robert Driscoll and staff. On the tour, chapter members had a unique opportunity to learn about the state of operations at NJ Transit facilities, as well
as get a feel for the physical structure of the transit system by walking through several stations and mingling with staff. Chapter members who attended the trip expressed their excitement about getting a hands-on understanding of the transit system outside of the classroom. Pertaining to the research conducted in the rail safety and engineering space, several members have been strong contributors at Rutgers University. As a given, several graduate students conduct research throughout various topics in railroad engineering including, but not limited to: track infrastructure risk analysis, hazardous materials transportation safety, high speed rail safety, intelligent rail systems and others. Of note is Chapter and e-board member Daniel Miloâ&#x20AC;&#x2122;s work related to trespassing safety analysis at grade crossings. Milo is an undergraduate student at Rutgers University studying mathematics, economics, and computer science. He presented this work at the AREMA 2017 Annual Conference in Indianapolis, Ind. There, he won the May 2018 // Railway Track & Structures 37
second prize in the undergraduate level of the poster competition. In regard to the Student Chapter, President Zhipeng Zhang, Vice President Sophia Pastore, and fellow e-board members have been working diligently to improve the chapter events, maintain and improve chapter membership, and work with industry partners. This has resulted in many efforts including, but not limited to hosting a variety of events, preparing for Rutgers Day, a University-wide event where organizations showcase what they are about to the general public; planning membership
initiatives, and setting up a rail-themed seminars starting from this year. All of this work could not have been completed without the support of Advisors Dr. Xiang Liu and Dr. Trefor Williams, as well as the greater AREMA community throughout the country. The chapter President Zhipeng Zhang can be contacted at zz282@scarletmail.rutgers.edu.
This is the second year the AREMA student chapters have participated in an article competition for RT&S. Rutgers has been
chosen as the top article this year among the several great article submissions that were received. Through this opportunity, the student chapters are able to showcase their activities and research to the greater AREMA membership and RT&S readers. Rutgersâ&#x20AC;&#x2122; article shows the effort AREMA students are investing in furthering their education and the railroad industry. In addition to Rutgers, the other student chapters are similarly doing great work towards learning and enhancing student interest in the railroad industry. If you have questions about AREMA student chapter activities please contact scc@arema.org.
Upcoming Committee Meetings May 15-16 Committee 15 Steel Structures New York, NY May 17-18 Committee 30 - Ties Urbana-Champaign, IL May 24 Committee 9 - Seismic Design for Railway Stuctures Chicago, IL June 1 Committee 10 - Structures, Maintenance & Construction St. Louis, MO June 22-23 Committee 24 Education & Training Salt Lake City, UT Sept. 15 Committee 27 - Maintenance of Way Work Equipment Chicago, IL Sept. 15-16 Committee 5 -Track Chicago, IL Committee 24 - Education & Training Chicago, IL Sept. 16 Committee 10 - Structures, Maintenance & Construction Chicago, IL
Committee 11 - Commuter & Intercity Rail Systems Chicago, IL Committees 11 and 17 Joint Meeting Chicago, IL Committee 12 Rail Transit Chicago, IL Committee 14 Yards & Terminals Chicago, IL Committee 16 Economics of Railway Engineering & Operations Chicago, IL Committee 17 High Speed Rail Systems Chicago, IL Committee 18 - Light Density & Short Line Railways Chicago, IL Committee 33 Electric Energy Utilization Chicago, IL Committee 40 Engineering Safety Chicago, IL Committee 41 Track Maintenance Chicago, IL
Sept. 17 Committee 13 Environmental Chicago, IL Sept. 19-20 Committee 38 Information, Defect Detection & Energy Systems Chicago, IL Committee 39 Positive Train Control Chicago, IL 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 youâ&#x20AC;&#x2122;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.
38 Railway Track & Structures // May 2018
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Calendar / Products
MAY 1 4 .-1 6 . R a i l r o a d B r i d g e I n s p e c t i o n wo rks h o p. U n i ve rs it y of Te n n e s se e. Knoxville, Tenn. Phone: 865-974-5255. Website: http://ttap.utk.edu. 15-17. 2018 International Crosstie and Fastening System Symposium. University of Illinois at Urbana-Champaign. Champaign-Urbana, Ill. Phone: (217) 3001340. E-mail: crosstie-conf@illinois.edu. Website: railtec.illinois.edu/Crosstie/2018/ crossties.php. 16-18. North American Rail Shippers Association 2018 Annual Meeting. Hyatt McCormick Place Hotel. Chicago, Ill. Phone: 331-643-3369. Website: www.railshippers. com/event/nars-2018-annual-meeting. 21-24. 58th Annual RSSI C&S Exhibition. Hilton Omaha. Omaha, Neb. Phone: 904379-3366. E-mail: rssi@rssi.org. Website: www.rssi.org/2018-portal-home.html.
JUNE 5-6. Advanced Track Geometry. Center f o r Tr a n s p o r t a t i o n R e s e a r c h , T h e University of Tennessee. Chattanooga, Tenn. Contact: Diana Webb. Phone: 865974-5255. Website: ctr.utk.edu/ttap. 10-13. 2018 APTA Rail Conference. Hyatt Regency Denver. Colorado Convention Center. Denver, Colo. Contact: Kwakuita Spence. Phone: 202-496-4845. E-mail: kspence@apta.com. Website: www.apta. com/mc/rail/Pages/default.aspx. 11-12. Transport Security & Safety Expo. Washington Hilton. Washington, D.C. Phone: 202-483-3000. Website: www. transportsecurityworld.com/events/tssx. 18-19. Basic Railroad Track Maintenance. Center for Transportation Research, The University of Tennessee. Knoxville, Tenn. Contact: Diana Webb. Phone: 865-9745255. Website: ctr.utk.edu/ttap.
20-22. Railroad Track Design. Center for Transportation Research, The University of Tennessee. Knoxville, Tenn. Contact: Diana Webb. Phone: 865-974-5255. Website: ctr. utk.edu/ttap. 24-28 . Railway Industrial Clearance Association Annual Conference. Snowbird Ski & Summer Resort. Salt Lake City, Utah. Phone: 281-826-0009. Website: rica.siteym.com.
SEPTEMBER 16-19. AREMA 2018 Annual Conference & Exposition. Hilton Chicago. Chicago, Ill. Phone: 301-459-3200. E-mail: info@arema. org. Website: conference.arema.org. 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.
Railway maintenance machines
Video recording and management solution
Gradall Industries, Inc., launched a collection of railway maintenance machines, offering both on- and off-rail mobility to address railway maintenance and construction jobs. The company says its machines offer a low-profile and long-reach capabilities using telescoping methods. With a 220-degree full boom tilt capability, Gradall machines can use various attachments to build and repair rail crossings, clean up landslides, replace rails and more. Gradall also offers a Kinshofer Nox-Tiltrotator boom-end option, featuring 360-degree continuous rotation and an extra 110 degrees of tilt motion to position attachments with more precision and in more locations than other machines. Gradall said its machines can be quickly driven to rail crossings and the rail gear system is capable of being lowered into place quickly. The company offers the standard guide rail system, which uses the carrier’s wheels for mobility and stability while digging, as well as a hydrostatic drive rail gear system, with wheels raised, speeds the machine to job sites at about 14 mph. Website: www.gradall.com
March Networks®, a video solutions provider, released the March Networks RideSafe™ RT Series IP Recorder. The company’s new offering is a video recording and management platform that was designed to help passenger rail operators boost security and enhance their incident investigation methods by using integrated high-definition video and vehicle data. The product is available in two 20-channel models: the RT20E and the RT20EP, featuring eight PoE ports for vehicles that require integrated camera power. The company said its RideSafe RT Series IP Recorder is ideal for use of rail fleets to transition to scalable, all-IP video capturing methods. The IP Recorder provides operators with sharp megapixel video evidence at a full 30 fps per channel, in addition to time-saving video and data extraction abilities over WiFi or 4G wireless networks. March Networks® says the recorder complements its complete video solution for mobile and wayside environments, which also includes mobile IP cameras, userfriendly client software and video systems designed for use in stations and other transit facilities. Website: www.marchne tworks.com
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May 2018 // Railway Track & Structures 39
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Ad Index
COMPANY
PHONE #
A&B Rail Services LTD
800-661-5645
AREMA Marketing Department
301-459-3200
Amtrac Railroad Contractors of Maryland, Inc.
301 -797-3730
Aspen Equipment Co. Balfour Beatty Rail
E-MAIL ADDRESS
PAGE #
isabellirvine@universalrail.com
NRC17
301-459-8077
marketing@arema.org
Cover 3
cchaney@amtracmd.com
NRC16
952-656-7132
952-656-7157
bmarini@aspeneq.com
NRC14
888-250-5746
904-378-7298
info@bbri.com
19
Birmingham Rail & Locomotive Co., Inc.
205-424-7245
205-424-7436
bhamrail@aol.com
8
Commercial Insurance Associates LLC
615-515-6024
darmstrong@com-ins.com
NRC13
Danella Rental Systems, Inc.
610-828-6200
610-828-2260
pbarents@danella.com
5
Diversified Metal Fabricators
404-875-1512
404-875-4835
sales@dmfatlanta.com
10
Dixie Precast Inc.
770-944-1930
770-944-9136
fbrown142@aol.com
26
Encore Rail Systems Inc
303-956-3796
gs@encorers.com
NRC15
Fritz-Rumer-Cooke Co., Inc.
614-444-8844
ccooke@fixrail.com
NRC12
Georgetown Rail Equipment Co.
512-869-1542
512-863-0405
bachman@georgetownrail.com
NRCC2
Herzog Railroad Services, Inc.
816-233-9002
816-233-9881
jcole@hrsi.com
NRC15
HiRAIL Corporation
800-274-7245
319-455-2914
info@hirail.com
25
Hougen Manufacturing, Inc.
866-245-3745
800-309-3299
info@trak-star.com
21
Global Rail Tenders
212-620-7224
212-633-1162
jchalon@sbpub.com
40
L.B. Foster Company
412-928-3506
412-928-3512
glippard@lbfosterco.com
26
Landoll Corporation
785-562-5381
Deb.Landoll@Landoll.com
NRC12
Lanier Steel Products
706-335-7200
rhonda@laniersteel.com
NRC14
Loram Maintenance of Way, Inc.
763-478-6014
763-478-2221
sales@loram.com
2
Messe Berlin GMBH
49 30 30381852
49 30 3032278
just@messe-berlin.de
7
National Compressor Exchange
800-225-7381
compressors@nationalcompressor.com
NRC17
North American Rail Products
604-946-7272
888-692-1150
cerhart@narailproducts.com
29
Omega Industries Inc.
360-694-3221
360-694-3882
omegaxings@aol.com
32
OMNI Products, Inc.
815-344-3100
815-344-5086
bcigrang@omnirail.com
20
Plasser American Corp.
757-543-3526
757-494-7186
plasseramerican@plausa.com
Cover 2
Precision Railway Equipment
620-577-2510
jhouston@precisionrwy.com
NRC13
R. J. Corman Railroad Group
800-611-7245
859-885-7804
www.rjcorman.com
33
RailCet
866-724-5238
217-522-6588
grif1020@yahoo.com
27
Rail Insights
212-620-7224
212-633-1162
jchalon@sbpub.com
12-13
Railway Education Bureau, The
402-346-4300
402-346-1783
bbrundige@sb-reb-com
6,22
voestalpine Nortrak Ltd.
307-778-8700
307-778-8777
gord.weatherly@voestalpine.com
Cover 4
Western-Cullen-Hayes, Inc.
773-254-9600
773-254-1110
cp@wch.com
8
Willamette Valley Company
541-484-9621
541-484-1987
alisha.barrowcliff@wilvaco.com
NRCC4
FAX #
Taimi Hydraulics
9
Advertising Sales general sales OFFICE AL, KY Jonathan Chalon Group Publisher jchalon@sbpub.com CT, DE, DC, FL, GA, ME, MD, MA, NH, NJ, NY, NC, OH, PA, RI, SC, VT, VA, WV, Canada - ÂQuebec and East, Ontario Jerome Marullo jmarullo@sbpub.com
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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 Â- AB, BC, MB, SK Heather Disabato hdisabato@sbpub.com Louise Cooper International Sales Manager lc@railjournal.co.uk michael boyle International Sales Manager mboyle@railjournal.com
Italy & Italian-speaking Switzerland Dr. Fabio Potesta Media Point & Communications SRL info@mediapointsrl.it Japan Katsuhiro Ishii Ace Media Service, Inc. amkatsu@dream.com Classified, Professional & Employment Jeanine Acquart jacquart@sbpub.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. 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.
May 2018 // Railway Track & Structures 41
New & Used Equipment
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42 Railway Track & Structures // May 2018
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NICTD intends to hire a pro-active, team-focused, and enthusiastic Chief Real Estate & Development Officer who will lead and supervise all aspects of the South Shore Line’s real estate and development functions primarily, but not limited to, NICTD’s Double Track NWI and West Lake Corridor Projects. Working in tandem with project managers, project staff, consultants, and other project stakeholders, this person will ensure that all facets of real estate acquisition and management for the Double Track NWI and West Lake Corridor Projects occur on schedule and within budget. Qualifications, job details, and application instructions are at: http://www.mysouthshoreline.com/about/job-opportunities. Salary and Benefits: Salary is projected between $80,000 to $110,000 based on education, skills, and work history. The benefit package includes full health benefits for the employee and family, vacation, compensatory time, supplemental pension, and other fringe benefits. The position is eligible for relocation benefits. Deadline to Apply: 5 p.m., June 29, 2018. Apply early; NICTD reserves the option to close this opportunity before the stated deadline.
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MOW Integrated Carbide Tools 6700 Tamping Tool JK-635
MKIV Tamping Tool JK-215L/R
Ph217-268-5110 cell217-259-4823 Fax217-268-3059 email eric@rrcri.com Exchange Units/Related Tamper Parts and Assemblies To purchase parts, contact: New & Rebuilt sales@rrcri.com Electromatic/Hydraulic Units available for same Workheads day shipping
GRM3000 Tamping Tool JK-560C
Replace worn components with Harsco Rail’s complete line of integrated carbide tools. • Class 1 product approval • Genuine OEM parts • All products in stock with immediate availability
To order, call: 1-800-800-6410 Email: railparts@harsco.com
MARKETPLACE SALES Contact: Jeanine Acquart Ph: 212/620-7211 Fax: 212/633-1165 Email: jacquart@sbpub.com
ALL MAJOR CREDIT CARDS ACCEPTED
44 Railway Track & Structures // May 2018
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
2016 NRC PlatiNum Safety awaRd wiNNeR
RTandS.com rtands.com
RAILWAY ENGINEERING EMPLOYERS NEED A
LEVEL OF JOB PERFORMANCE THAT IS BETTER THAN SATISFACTORY. The candidates at the Railway Careers Network deliver consistent excellence - a standard which can only be met with continuous access to state-of-the-art skills and continuing education. By leveraging the power of a trusted association, you tap into a talent pool of candidates with the training and education needed for long-term success. Don't miss this unique opportunity to be seen by an exclusive audience of the best and brightest in the railway engineering industry. Visit the Railway Careers Network to post your job today!
Apply by May 25, 2018
www.arema.org/careers Criteria:
Call for Entries
• Innovation • Safety • Service Performance & Reliability
The selection process for the twentieth Dr. William W. Hay Award for Excellence has begun and this year's chair, AREMA Past President and Honorary Member Michael W. Franke, PE, a former student of Dr. Hay, has issued a call for entries.
2018 HAY AWARD CELEBRATES 20 YEARS
www.arema.org
The 2017 Hay Award was awarded to Washington State Department of Transportation and BNSF Railway for their project on Improvements for Passenger Rail Service and Reliability on BNSF Railway in Washington State.
The Nortrak Trackwork Store Industrial turnouts now available on your mobile device at: https://shop-nortrak.voestalpine.com Register now. voestalpine Nortrak Inc.
www.voestalpine.com/nortrak