RT&S November2017

November 2017 | www.rtands.com

Track

inspection:

Providing a better measure

PLUS Additive manufacturing “Big data� in railroad engineering and also AREMA News p.31

Contents

RAILWAY TRACK AND STRUCTURES

November 2017

News

4

Features

18

Industry Today 5 Supplier News 8 People

Columns

Industry-Railway Suppliers, Inc.

26

26

Additive manufacturing 3D printing is allowing the rail industry an improved tool in product development, with a future that could hold more potential.

28

mrt Holdings LLC

Track inspection Service providers and railroads require new levels of intelligence from machines and software in order to gain more information from track inspections.

18 Departments

Big data on railroads Railway engineering data is created constantly and data science can provide ways (and tools) to deal with and benefit from big data.

14 TTCI R&D 31 Arema News 35 Calendar 36 Products 37 Advertisers Index

3

GREX merged its existing inspection technologies into the new Aurora Xiv™ platform.

Story on page 18

On Track A smarter, more connected industry

11

NRC Chairman’s Column Thankful for the NRC Conference, among other things

37 Sales Representatives 38 Classified Advertising 40 Professional Directory

28

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Railway Track & Structures

November 2017 1

On Track

RAILWAY TRACK AND STRUCTURES

Vol. 113, No. 11 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

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 Maureen Cooney/Circulation Director Michelle Zolkos/Conference Director 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.

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A smarter, more connected industry

S

o much of what we do in our day-to-day lives integ rates digital components, whether it’s responding to email, reading news alerts, checking to see when your train or bus will reach your stop or even clicking like, share or tweet on a social media platform.

I had the pleasure of attending Bentley Systems Year in Infrastructure Conference this past October in Singapore. The conference theme was particularly relevant: Going digital.

Two presentations stood out from the conference; the first was from Malaysia’s Mass Rapid Transit (MRT) Corporation, which is currently undertaking a massive rail transit build out. The scale of the project alone is impressive, but by utilizing Building Information Modeling to deliver the Sungai-Buloh-SerdangPutrajaya Line, MRT is seeing efficiency gains in design and construction management. The project’s digital thread, the communication framework connecting various disciplines and project stages, is part of the foundation of the project and should continue throughout the asset lifecycle, not just the initial build out.

The second presentation was from Jacobs/Zephyer UAS, Inc., which detailed its work using unmanned aerial vehicles (UAVs) to map 42 miles for the California High-Speed Rail Authority for use in environmental and preliminary engineering analysis for the Los Angeles to Anaheim section of the project. The challenge was obtaining useful information for this portion of the project as it was located in an urban environment and the high-speed corridor would be shared with commuter, intercity and freight traffic. The Jacobs/ Zepher team’s use of UAVs, not only saved time and money, it produced a quality digital map without taking up a single moment of track time.

From the two examples above, going digital on the railway and the

technology used to get us there is full of interesting elements.

We’ve designed our November edition of the magazine as our technology issue. We’ve tried to highlight emerging technology, as well as technology that is pushing proven maintenance methods to new levels and how railroads are better using the information gathered from those methods.

Our first feature article this month is on track inspection, page 18. While the concept of inspecting track is not new, the evolution from walking inspectors to manned vehicles to the greater use of autonomous vehicles is helping railroads gain a better understanding of their assets.

How railroads use all the data gathered from activities such as track inspection is the focus of our big data article on page 28. Railroads, like other industries, are grappling with how to convert raw data into information and then turn that information into knowledge to make better informed decisions.

Our third feature this month takes a look at additive manufacturing or 3D printing, page 26. The use of 3D printing has expanded within the rail industry and is expected to see continued growth as companies see its advantages in product development and the technology becomes more affordable.

Concerning railways, we’re not just going digital; we’re going digital intelligently and how we continue to shape the intelligence of our industry will be a heavily discussed topic for years to come.

Mischa Wanek-Libman, Editor

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November 2017 3

INDUSTRY TODAY Portal Bridge replacement project officially begins A ground breaking ceremony was held Oct. 13 for the replacement of the Portal Bridge, a two-track 110-year-old swing span structure linking New Jersey and New York City.

The bridge spans the Hackensack River in Kearny and Secaucus and has become known for malfunctioning and is a key project in the Gateway development program, which aims to improve rail transportation between New York City and New Jersey.

“The replacement of the aging Portal Bridge is the first step toward ensuring a sound and efficient rail transportation system that will serve millions of riders now and well into the future,” said New Jersey Gov. Chris Christie. “This project is vital to our economy and the safety of millions of local commuters and people from around the world, who use mass transportation along the Northeast Corridor. By working cooperatively with New York, federal lawmakers and officials, we hope to identify funding for this and the Hudson River tunnel projects that is fair and equitable for New Jersey taxpayers.”

The Portal Bridge, built in 1907 and owned by Amtrak, is one of the heaviest trafficked railroad bridges in the Western Hemisphere. More than 500 Amtrak and New Jersey Transit trains per day traverse the bridge and more than 58 million rail passengers annually use the bridge.

The old structure will be replaced with two new fixed-span bridges, which will be built 53 feet above mean high water –

more than double the height of the current bridge, allowing for higher speeds and an increase in train capacity.

Early construction contracts of about $20 million have been awarded to proceed with the Portal North Bridge, including construction of a finger pier, installation of new fiber optic cable poles, realignment of a transmission pole, construction of a steel bridge structure over the Jersey City Municipal Utility Authority water main and construction of a retaining wall. Early construction work funding has been provided by NJ Transit and the U.S. Department of Transportation with local share funding for the balance of the Portal Bridge construction is in place through NJ Transit and the Port Authority of New York and New Jersey (PANYNJ). The total project cost is estimated at $1.5 billion. Construction of the Portal South Bridge will come at a later date.

Last month, Gov. Christie, New York Gov. Andrew Cuomo and New Jersey and New York congressional leaders met with President Donald Trump to discuss the nearly $30 billion Gateway project in an effort to secure half of the funding for the program. Gateway development also includes new tracks under the Hudson River, as well as repairs to existing tracks damaged during Superstorm Sandy in 2012 through a cooperative effort involving the federal government, New Jersey, New York, PANYNJ and public/ private partnerships.

O.C. Bridges program wraps up

Farmrail; MNN earn honors from BNSF

A five-year, $663-million program to build seven bridges and underpasses to separate vehicle, pedestrian and freight rail traffic in Anaheim, Fullerton and Placentia, Calif., is now complete.

Orange County Transportation Authority (OCTA) and city of Orange officials marked the completion of the final two underpasses in the O.C. Bridges program. OCTA says that each overpass and underpass constructed improves travel times, cuts air pollution by eliminating the need for cars to idle at railroad gates and enhances safety in the community.

At least 70 trains travel the busy BNSF rail line each day, with the number of trains projected to increase to 130 trains each day by 2030.

The Placentia Avenue and Kraemer Avenue undercrossings were completed in 2014, the Tustin Avenue/Rose Drive overcrossing was completed in 2015, the Orangethorpe Avenue overcrossing was completed in 2016 and the Lakeview Avenue overcrossing and Raymond Avenue underpass opened in 2017. Finishing touches, including electrical work, landscaping and final striping are being completed at the State College Boulevard underpass.

“Nobody likes having to sit in their car waiting for a train to pass. Now they don’t have to and that’s a good reason to celebrate, as each of these projects enhances safety and speeds up commute times,” said OCTA Chairman Michael Hennessey.

BNSF Railway Company (BNSF) citing a commitment to growth and teamwork, named Farmrail System its 2017 Shortline of the Year at its annual Shortline Conference.

“In less than one month, Farmrail was able to replace 8,400 crossties and more than 10,000 tons of ballast to revitalize a siding and capture new business,” said Merril Lieb, assistant vice president, BNSF Shortline Development. “It is Farmrail’s commitment to growth and teamwork with BNSF that led us to select them as our Shortline of the Year.”

Farmrail, a holding company for Class 3 carriers Grainbelt Corporation and Farmrail Corporation, was recognized

by BNSF for its entrepreneurial spirit and diligence in attracting new customers.

“We are always looking for innovative ways to attract new business and keep freight moving for our customers,” said Judy A. Petry, president and general manager of Farmrail System. “This year, we’ve brought on three new customers, and see continued growth across the industries we serve.”

As part of this year’s event, BNSF also awarded Minnesota Northern with a special recognition award for consistently providing quality service to customers along its 125 miles of track in northwestern Minnesota. From 2015 to 2016, Minnesota Northern worked to increase the number of unit train originations by nearly 61 percent. It also played a key role in developing a new shuttle facility in Beltrami, Minn.

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INDUSTRY TODAY FTA issues FONSI for NJ Transit’s Raritan River Bridge project The Federal Transit Administration (FTA) issued a Finding of No Significant Impact (FONSI) on Oct. 13 for New Jersey Transit’s Raritan River Bridge Replacement project.

The issuance of the FONSI is a milestone as NJ Transit moves forward to make its infrastructure more resilient to extreme weather following the devastating impacts of Superstorm Sandy in 2012.

The project will replace the existing swing bridge that carries NJ Transit’s North Jersey Coast Line (NJCL) trains over the Raritan River between Perth Amboy and South Amboy. The original bridge, built in 1907, suffered structural damage during Superstorm Sandy with service suspended for three weeks while the structure was repositioned and the tracks reset to support operations. The bridge serves as the sole rail link for 17 of the 20 stations on the NJCL to the major job centers of Newark, Jersey City and Manhattan. It carries almost 10,000 daily NJ Transit customers and moves two million tons of freight annually via Conrail.

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Supplier News

The new bridge will be on an alignment adjacent to the existing bridge, but will take advantage of structural design approaches and materials to lessen its vulnerability to severe weather events. NJ Transit says the new bridge will utilize reinforced concrete piers; a new steel superstructure; a new drive motor and electrical controls; tie-ins to existing track; vertical adjustment of existing track and electrical catenary relocation.

“Replacing River Draw will allow NJ Transit to continue to move customers to critical job centers and shore communities for years to come, without prolonged service disruptions related to severe weather events” said NJ Transit Executive Director Steve Santoro.

The Raritan River Bridge Replacement project will advance as a result of a $446-million grant awarded by the FTA through its Emergency Relief Program for resilience projects in response to Superstorm Sandy. Final design began in October and is scheduled to be at 100-percent design by the end of 2018.

Granite Construction Incorporated has been awarded a sub contract by Hensel Phelps for the Sound Transit Operations & Maintenance Facility East project.

Harsco Rail has won two orders to supply track maintenance and measuring equipment for use in Saudi Arabia and the Transnet network in South Africa.

Lockwood, Andrews & Newnam Inc. will provide rail engineering services to the Denton County Transportation Authority during the next three years.

Railway Track & Structures

November 2017 5

INDUSTRY TODAY Supplier News London Trackwork Inc. has been awarded the supply contract for the Valley Line lightrail transit project in Edmonton, AB, Canada.

Rideau Transit Group Partnership signed a contract with the city of Ottawa, ON, Canada, for the expansion of a lightrail maintenance and storage facility located at Belfast Road.

Siemens has made a “significant strategic equity investment” in Wi-Tronix, to expand digital predictive maintenance for rail services.

Siemens investment is

6 Railway Track & Structures

DEIS released for SEPTA King of Prussia extension The Federal Transit Administration (FTA) has released the Draft Environmental Impact Statement review (Draft EIS) for Southeastern Pennsylvania Transportation Authority’s (SEPTA) King of Prussia Rail Project (KOP Rail).

KOP Rail is a proposed extension of SEPTA’s existing Norristown High Speed Line (NHSL) into King of Prussia and would provide a “one-seat” ride to King of Prussia from either the 69th Street Transportation Center in Upper Darby or the Norristown Transportation Center.

“SEPTA is pleased to have reached this critical milestone in the process and appreciates the FTA’s guidance,” said SEPTA General Manager Jeffrey D. Knueppel.

“We are committed to continuing to be good partners in the community as we work to enhance transportation options that make the entire region more livable and competitive.”

SEPTA says the proposed NHSL extension will provide a more frequent, more

November 2017

reliable transit option between Center City and Norristown, including to the King of Prussia Mall and adjacent employment centers. SEPTA explains that improved transit service will increase regional mobility, provide an alternative to auto travel in the area to help reduce congestion and support development of multimodal transportation options.

SEPTA is exploring two design options within the recommended Locally Preferred Alternative in an effort to minimize impacts to the community, including a PA Turnpike North/Southside Option crossing over U.S. 202, which provides separation between KOP Rail structures and neighborhoods to the north and south.

The public will have the opportunity to comment on the document online through Dec. 4, 2017, and at public hearings and information sessions.

SEPTA anticipates issuance of the Final EIS in 2019 following review of all comments received as part of the DEIS.

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INDUSTRY TODAY CSX withdraws from planned Howard Street Tunnel expansion in Baltimore Plans to expand the Howard Street Tunnel in Baltimore came to a halt as CSX has decided not to pursue the project.

Height restrictions within the 121-yearold tunnel prevent the shipment of doublestacked intermodal containers by rail to and from the Port of Baltimore. The tunnel is also one of the last impediments to a onceheld CSX vision of having a fully doublestack cleared rail corridor between Florida and New York.

In October 2016, Maryland Gov. Larry Hogan and then-CEO of CSX Mike Ward joined to reiterate their shared commitment to seeing the project through to fruition. The two also pointed out that advancements in construction allowed for the project cost to be reduced from an estimated $1-3 billion to $425 million.

The Class 1 had previously committed $145 million to the project with Maryland committing $125 million and applying in December 2016 for a federal grant to help fund the balance of the project.

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The railroad said the proposed project no longer justifies the level of investment required; a determination brought by an updated network evaluation, as well as recently adopted operating changes by CSX’s new leadership team.

The expanded tunnel was seen as a way to raise the Port of Baltimore’s competitive edge and provide a boost to the state and regional economies. In a letter to U.S. Transportation Secretary Elaine Chao, Maryland Department of Transportation Secretary Pete Rahn said the department would not submit an application for an INFRA grant on the project, but said the department would work with CSX to “pursue innovative ideas” to efficiently and effectively move freight through the port.

“Intermodal is an important part of CSX’s business and we are committed to supporting the freight rail needs of our customers and the Port of Baltimore through frequent, reliable, on-dock service,” the railroad said in a statement.

Supplier News equivalent to a minority interest in Wi-Tronix.

SNC-Lavalin has acquired Data Transfer Solutions LLC. Infrastructure Ontario and Metrolinx named Toronto Tunnel Partners the preferred proponent for the Highway 401 Rail Tunnel project.

W.A. Rasic Construction Company, Inc., was awarded a utility relocation contract for the Glendora to Montclair phase of The Foothill Gold Line Construction Authority project.

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November 2017 7

PEOPLE J. Timothy Griffin has been selected as executive vice president and chief marketing officer of Amtrak.

General Electric named Jamie Miller chief financial officer and Rafael Santana, president and CEO of GE Transportation.

Mark Clendennen joins HNTB as rail operations planning manager; Jason Orme joins as senior project manager.

George Apostolou has joined Lewis Bolt & Nut Company as senior manager, sales.

Megan Huff has been appointed to vice president and managing principal of the Ross & Baruzzini, Inc., Macro division.

TriMet General Manager Neil McFarlane will retire in early 2018 after more than seven years at the helm of Oregon’s largest public transit provider.

Joseph W. Palese has joined the University of Delaware as a senior scientist and program manager for the Railroad Engineering and Safety Program.

corrections & omissions In the October 2017 edition of Raiwlay Track & Structures, Dan Whiteley’s name was misspelled on page 27.

Additionally, Georgetown Rail Equipment Company (GREX) was inadvertantly omitted from the ditching and drainage story that began on page 31 of the October issue.

Below is information that should have accompanied the article: GREX says it helps railroads prioritize ditching and drainage projects with its BallastSaver ® technology, which utilizes highly dense LIDAR point clouds to maps every foot of the track envelope. The BallastSaver’s 360-degree point cloud generation is available as a standalone service and is also offered on many GREX Aurora® inspection trucks.

GREX explains that the point clouds created allow precise measurement of the shoulder profile, the ditch profile, side slope and the ability to identify potential issues such as ponding water.

Once project priorities have been established, GREX notes its SlotMachine® and SPS® (Self-Powered Slot) offer railroads the ability to perform ditching with versatility and precision and the ability to completely remove spoils from the site. The company says SlotTrains are customizable and can be equipped with as many excavators and accessories as needed.

“The mobility of the SPS allows railroads to quickly engage projects with extreme efficiency and minimal manpower,” said GREX. “The combination of sophisticated, purpose-built equipment and experienced operators make the SlotTrain a highly desirable ditching solution.”

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NRC CHAIRMAN’S COLUMN

Thankful for the NRC Conference, among other things

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

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It’s November, Thanksgiving is almost upon us and the finish line for 2017 is in sight. What a wild year in the broader world.

In the NRC, the year has several predictable cycles and that stability is worth celebrating. Our annual scholarship contest has concluded and I’m pleased to announce the following winners: • Fir st, $12,000: Matthew Heron; Georgetown University; NRC sponsor: Harsco Rail • Second, $6,000: Sarah Fletcher; University of Calgary; NRC sponsor: L.B. Foster Co. • Third, $3,000: Connor Cazac; University of North Dakota; NRC sponsor: Modern Railway Systems The NRC initiated this program in 2013 and participation has grown very nicely, with 37 students entering the contest this year and competing for $21,000 in total scholarships. The program offers three scholarships that are eligible to a child or grandchild of any employee of an NRC member company.

We would like to thank all the applicants that entered the scholarship contest.

This year’s applicants were required to write an essay on the following: How can technology be leveraged to support the railroad contracting community? Many of the essays were well thought out and insightful - making the final selections was tough. We congratulate our winners and wish to encourage all NRC member companies to sponsor at least one applicant next year for this program – let’s give our judges 400 applications to sort through! The rail industry needs the talent that these young people have to offer.

I would like to send out a special thank you to the NRC Scholarship Committee for the time spent receiving and evaluating the applications this year, great job folks! This committee is chaired by Steve Bolte, Danella, and includes Allen Branham of Harsco Rail, Joe Daloisio of Railroad Construction Company, Scott Goehri with HDR Engineering, Zach Hansen of Vossloh, Daniel Stout from STX Railroad Construction Services, and Mischa Wanek-Libman, RT&S/Railway Age. Thank you all for your time, efforts and con-

tinued support of this great NRC program.

With 2017 wrapping up, you should already have your first trip of the year booked for 2018 - the 2018 NRC Conference, which will be held January 10-13 in Los Angeles, Calif., at the JW Marriott LA Live. The speakers at our conference are always excellent and the exhibits are always top of the line.

There will be more than 100 booths showing off the best and the brightest of the rail supply world – if you don’t have yours yet, it’s not too late, but it’s close, so hurry up!

The conference program is already lining up to be another great one, with senior engineering and procurement executives from major rail transit agencies, such as Los Angeles County Metropolitan Transportation Authority, San Francisco Bay Area Rapid Transit, New York Metropolitan Transportation Authority and Seattle Sound Transit, Class 1 railroads including BNSF, Union Pacific, Norfolk Southern, CSX, Canadian National and Canadian Pacific, shortline and regional railroad holding companies, such as Watco, Genesee and Wyoming and OmniTRAX. These folks come with the latest and greatest information regarding their capital program plans for the upcoming year and what opportunities exist for NRC member contractors and suppliers.

For more information on the conference, registering, hotel reservations, sponsorships and exhibiting, please visit www.nrcma.org.

I highly encourage you to get registered soon as possible and get a hotel room booked too through www.nrcma.org.

It’s quick and easy and best to get it done now. Don’t wait until Thanksgiving! It’ll be New Years Eve before you know it.

If you can’t find what you need on the website, and for any conference questions or for help registering, call Matt Bell at 202715-1264 or e-mail mbell@nrcma.org. For exhibit questions, you can contact Urszula Soucie with REMSA at 202-715-2921 or soucie@remsa.org.

I wish everyone a safe and successful month, and look forward to seeing you in California on January 10.

by Chris Daloisio, NRC Chairman

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November 2017 11

TTCI R&D Polymer composite ties:

Improving performance through research and test

by Mike McHenry, senior engineer II, Transportation Technology Center, Inc.

TTCI evaluates engineered polymer composite ties to improve testing guidelines and design considerations of the alternative material.

T

he service life of a conventional wood crosstie can be significantly shortened by humid environments that can contribute to rot and decay. Ongoing research by Transportation Technology Center, Inc. (TTCI), is exploring engineered polymer composite (EPC) tie and fastener systems as an alternative for conventional wood ties. In humid, wet areas, traditional ties may remain serviceable for less than 10 years before replacement is necessary. This is often due to plate cutting, spike kill and the loss of gauge strength exacerbated by natural decay resulting in a loss of tie and fastener performance in transferring applied loads and maintaining track geometry. These types of environments present an opportunity for alternative tie designs that may offer a longer life cycle with similar performance. The railroad industry seeks to further the development of EPC ties to improve their performance and recommended design considerations in the American Railway Engineering and Maintenance-of-Way Association (AREMA) Manual for Railway Engineering.1 The results of this research are being provided to AREMA to help guide the development of EPC tie best practices. This work is part of an ongoing American Association of Railroads (AAR) Strategic Research Initiative and Federal Rrailroad Administration (FRA) collaborative research project to improve design and test guidelines for EPC ties.

EPC ties are the most common type of composite ties, but account for less than one percent of the domestic crosstie market. Polymer composite ties are manufactured using different processes and are generally composed of post-consumer recycled plastic. Additives, fillers and fiber or particle reinforcement may be added to enhance performance and economic characeristics. 1 Polymer composite ties, in development in the U.S. since the mid-1990s, have a history of inconsistent performance including center, rail seat and spike hole cracking, as well as cracking of ties during unloading and installation.2 While a select set of EPC tie test zones have performed well in the 15 years they 14 Railway Track & Structures

November 2017

Figure 1: EPC ties at FAST.

have been installed at the Facility for Accelerated Service Testing (FAST), other installations have seen high rates of early failures. Improved testing guidelines and design considerations - which have been primary objectives of TTCI’s ongoing research - are needed to ensure more reliable and consistent performance for these types of ties.3,4,5

Research overview

Laboratory testing, analytical modeling and in-track testing at FAST and in revenue service are all being undertaken as part of a comprehensive evaluation. Figure 1 shows the test setup at FAST. EPC ties from three major suppliers were acquired from existing inventory in 2015 and 2016. The tie samples collected had met their respective supplier’s quality control criteria at the time of selection. Each sample was randomly divided into subsets allocated for various laboratory tests and in-track test zones. The following sections summarize the testing that has been conducted, the results observed and how these results are driving improvements to recommended practice. www.rtands.com

Figure 2: Examples of spike hole cracking on EPC ties.

Observed in-track testing failures

In-track testing was conducted at FAST for three EPC tie designs installed with two different fastening systems: conventional AREMA plates and cut spikes; and 18-inch plates with drive spikes and elastic rail clips.6 After accumulation of about 230 million gross tons (mgt) to date in a six-degree test curve, one EPC tie type has shown no center cracking, but six ties have spike hole crack failures. A second EPC tie type has shown no spike hole cracking, but 10 ties have center cracked. The third EPC tie type has had 27 ties fail through a combination of center cracking and spike hole cracking. Of the 300 total EPC ties installed, 43 have failed to date. The spike hole cracking observed in two of the tie designs and shown in Figure 2 occurred despite pre-drilling to supplier recommended diameters and depths.

Bending performance evaluation

Crossties, as structural members of the track, need to withstand the applied bending stresses placed on them throughout their life cycle. Earlier research has shown that EPC ties can experience very high one-time bending loads during installation (tie insertion and nipping/spiking) - upwards of 2,400 psi of bending stress.7 AREMA currently recommends a minimum ultimate bending strength (modulus of rupture or MOR) of only 2,000 psi. The discrepancy between the recommended criteria for EPC ties and actual measured bending stresses during insertion and spiking could be a contributing factor to reports of EPC tie cracking during installation. Based on these results, an increase to the current minimum MOR is being recommended. Modulus of Elasticity (MOE) is a property that defines the bending stiff-

Figure 3: EPC tie center crack.

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Railway Track & Structures

November 2017 15

TTCI R&D expansion of EPC tie materials, as well as the maximum class of track in which EPC ties are recommended.

Lateral track strength

Figure 4: Effect of thermal expansion and thermal gradient on gauge widening.

ness of the tie. Testing results have shown that EPC ties with a variety of MOE values - in some cases an order of magnitude lower than wood ties - can perform well.3,4 Higher MOE has not been shown to be an indicator of performance.

Additionally, ties need to withstand the repeated cyclic bending they experience under dynamic train loading. Using strain gage measurements of EPC ties in-track and analytical modeling, these bending stresses have been documented to be significantly lower than the MOR for these EPC ties. For this primary reason, the center cracking failures observed at FAST are believed to be fatigue failures - cracks developed due to a weakening of the material under repeated dynamic loads, as depicted in Figure 3.

New laboratory fatigue tests

Based on the failure modes observed during in-track testing at FAST, namely spike hole cracking and center cracking, TTCI is developing two new laboratory fatigue testing methods to better assess common failure modes of EPC ties – center cracking and spike hole cracking. The first method will modify the existing AREMA tie wear/abrasion test (Chapter 30, Part 2, Test 6) to better assess spike hole cracking potential and the second method will address bending fatigue.

Thermal effects on gauge

In the fall of 2016, the unloaded gauge of the three EPC tie test zones was measured throughout the day to assess the effect of thermal expansion on gauge widening.6 At the time of each test run, EPC tie temperatures were measured for a sample of each zone at the tops, ends and sides of each tie.

Ambient and rail temperatures were also recorded. Figure 4 shows the track gauge measurement from the coolest tie temperatures recorded at 7:30 a.m. and the warmest tie temperatures recorded at 2:00 p.m. Results showed a significant thermal gradient between the top surface of the tie compared to the side and end areas insulated by the ballast. This gradient, coupled with the linear expansion of the tie resulted in about 0.2 inch of gauge widening; consistent between all three EPC tie zones. No measureable gauge increase was observed in adjacent wood or concrete tie zones throughout the day. In addition to other factors, the results of these tests are being used to improve recommendations on the criteria for thermal 16 Railway Track & Structures

November 2017

A key function of a crosstie in ballasted track is to provide lateral restraint of the track structure. To assess the lateral resistance provided by EPC ties, single tie push (STP) tests were conducted at FAST.8 STP tests were performed on a sample of EPC ties and mixed hardwood control ties at 0 mgt (immediately after installation and tamping) and again after approximately 13 mgt. The results of the STP testing show that EPC with sufficient texturing on their sides and bottom can produce lateral resistance higher than that of wood ties both after installation and after initial tonnage accumulation. Surface texturing (on otherwise smooth tie bottoms and sides) between 1/8 and 1/4 inch in depth, sized and spaced approximately equal to the size of a nominal ballast particle (one to two inches) has been shown to provide sufficient ballast-tie friction in these tests. Results from this study have improved recommendations for EPC tie surface texturing and STP test procedures.

Future work

Results of this ongoing research are being implemented to improve recommended criteria and design considerations used in practice.

To this end, TTCI continues to work with AREMA Committee 30 - Ties to ballot revisions and updates to the AREMA Manual for Railway Engineering related to composite tie and fastener systems.

Acknowledgement

TTCI appreciates the continued input from AREMA Committee 30 Subcommittee 6 - Composite Ties, as well ongoing support and guidance provided by the Tie and Fastener Technical Advisory Group.

References 1. Manual for Railway Engineering. 2017. Chapter 30 – Ties. American Railway Engineering and Maintenance-of-Way Association.

2. Gillespie, B., et al. “Development of a Recycled Plastic Composite Crosstie.” May 1997. AREA Bulletin No. 760, Volume 98.

3. McHenry, M.a and Prough, B. October 2016. “Evaluation of Engineered Polymer Composite Tie Bending Properties.” Technology Digest TD-16-045. Association of American Railroads, Transportation Technology Center, Inc. Pueblo, Colo.

4. McHenry, M. and LoPresti, J. May 2015. “Tie and Fastener System Gage Restraint Performance at FAST.” Technology Digest TD-15-013.

Association of American Railroads, Transportation Technology Center, Inc. Pueblo, Colo.

5. Davis, D., et al. January 2008. “Laboratory Evaluation of Plastic Composite Crossties.” Technology Digest TD-08-004. Association of American Railroads, Transportation Technology Center, Inc. Pueblo, Colo.

6. McHenry, M. and LoPresti, J. September 2017. “Evaluation of Engineered Polymer Composite Ties at FAST.” Technology Digest TD-17-21.

Association of American Railroads, Transportation Technology Center, Inc. Pueblo, Colo.

7. Reiff, R. July 2014. “Construction Loads Experienced by Plastic Composite Ties.” U.S. DOT Federal Railroad Administration, ORD-14/25.

8. McHenry, M. September 2017. “Evaluation of Polymer Composite Tie Lateral Track Resistance at FAST.” Technology Digest TD-17-22.

Association of American Railroads, Transportation Technology Center, Inc. Pueblo, Colo. www.rtands.com

Technology is pushing track inspections to new levels of accuracy and reliability, allowing railroads to pull more information out of the collected data.

by Mischa Wanek-Libman, editor, with staff contributions

taking a closer look T

rack inspection methods are evolving to bring greater awareness to railway engineering departments.

With inspection services needed on more miles of track, service providers are integrating multiple technologies onto single platforms, moving toward real time reporting and developing web applications to monitor machines and provide access to inspection information.

DMA

DMA provides primarily non-contact, optical measurement solutions for track measurement and inspection applications. Rather than integrate off-theshelf , the company designs major components in-house with railroad operating conditions and performance requirements in mind.

With an increased interest in automation and improved reporting, DMA CFO/COO Markus Nottelmann says that railroads are pushing for a more intelligent use of the information provided by measurement solutions.

“This requires better trending capabilities, leading to the inclusion of predictive elements in an automated analysis process and ultimately to predictive maintenance,” said Nottelmann.

“Our solutions are designed to deliver highly accurate, usable information reliably every day.”

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DMA insures accuracy for its customers by utilizing calibration tools and processes, practicing automated “sanity-checks” on data and performing periodic field tests for spot checks and comparisons. Nottelmann says the company also practices ongoing data analysis and data mining to learn from its processes and measurement results, integrating what the company learns into algorithms and trending tools to further develop its processes.

As far as trends go, Nottelmann says that technology has changed in two ways in the past year: size and performance.

“From a hardware perspective, the performance of electronics continues to improve whereas prices continue to fall, relative to the performance. Practically this means that measurement equipment today is smaller than even a year ago, while speed and resolution are increasing and power requirements dropping. This allows optical measurement equipment to be installed on an expanding range of vehicles, including small hi-rail vehicles and in-service railbound vehicles,” said Nottelmann.

DMA presented at American Railway Engineering and Maintenance-ofWay Association Annual Conference in September. Nottelmann noted a strong interest in switch inspection and the opportunities it presents for automation.

November 2017

Holland’s TRAKStar collects track geometry, track strength and rail profile measurement data on a single platform.

“Especially with the ability to deliver all the benefits of automated, dynamic switch inspection under load with a high-rail platform, railroads have the opportunity to realize significant benefits of the process,” said Nottelmann.

ENSCO

ENSCO Rail (ENSCO) provides track recording vehicles with various technologies, including digital track geometry, rail profile, rail corrugation and machine vision. Additionally, the company provides autonomous track inspection technology that is mounted on revenue vehicles to measure track geometry, rail profile and vehicle/track interaction. ENSCO also provides data management software tools to assess asset condition and plan maintenance.

ENSCO says it is continuously driving innovative advancements in its technology, such as the ability to view synchronized strip charts (continuous measurement plots) and machine vision imagery together. ENSCO’s rail surface imaging system uses this technology to create strip charts of rolling contact fatigue severity, which can be www.rtands.com

viewed alongside track geometry, rail wear and machine vision imagery.

ENSCO has observed three major trends developing. The first is ultracomprehensive track inspection vehicles, which can now house eight or more inspection systems onboard due to reduced hardware size and system integration. Another trend observed is the increase in autonomous track geometry inspection on revenue vehicles. A third trend the company sees is performing track inspections in the office, where automated inspection data is transferred to the office and can be reviewed to supplement or even replace an on-track walk or hi-rail inspection.

ENSCO’s data management software tools have been integrated with SAP software. The company explains that the integration allows for SAP and ENSCO’s tools to combine their specialties to achieve greater value than either system alone. The two systems work together to exchange asset information, inspection and maintenance work order information.

GREX

GREX says its suite of inspection services have shown the greatest growth in recent years. The company credits its recent successes in its ability to attract talented professionals that have excelled at applying new technologies to traditional railroad problems.

GREX showed off its latest creation at this year’s Railway Interchange Show in Indianapolis. The company positioned one of its new Aurora Xiv™ trucks front and center in the booth.

The company says this truck is the first to merge all existing GREX inspection technologies onto a single platform – Aurora®, Aurora Xi™ and BallastSaver®.

“Customers now have the ability to obtain comprehensive tie and ballast assessments in a single pass,” the company said. “While customers are scanning ties for the upcoming year’s program, they can also do a ballast assessment to see how much rock will be needed for that same project. This new solution delivers unmatched insight into tie and ballast conditions while requiring bare minimum track time.”

The GREX Aurora Xi system has been in production service for the past two years, and the company says it is providing more information that is valuable to railroads about tie condiwww.rtands.com

tion than ever before. Aurora Xi combines the traditional 3D track profile inspection of Aurora with the internal tie condition using X-ray backscatter technology to provide a complete evaluation of tie integrity. Each tie is graded based on surface characteristics – including plate cutting and splitting – just like a walking tie inspector would do. Each tie also is graded based on internal characteristics, such as voids, deep splits and loss of wood density.

By integrating the two systems, GREX says an overall grade can be assigned to each tie to provide the railroads with the information needed to drive tie maintenance and capital programs. All data is collected from a hi-rail platform using a single operator, and is processed at GREX offices to provide a wealth of track information.

GREX says it prides itself on being an innovative service provider and partner in the railroad industry. The company says the Aurora Xiv truck was built in response to a customer need. GREX promises it will continue to focus its efforts on addressing customer needs by utilizing innovative technologies and talented professionals to deliver Real Rail Solutions.

Holland

Holland LP says the technology on its fleet of TrackSTAR ® hi-rail track geometry testing vehicles and railbound Unattended Geometry Measurement Systems (UGMS), is always evolving. The company recently enhanced its load axle system and added new software features to simplify client configuration and defect analysis. The company says it continues to enhance its ARIES software to provide real time defect detection and near-real time access to the data, including GPS mapping and other visualization tools.

Holland also sees railways looking to deploy track testing across more parts of their systems, including yards and branch lines. Holland developed the 850-series TrackSTAR units to help meet this need. The company says the 850-series is a midweight platform with a lightweight load axle that applies up to a three-kip lateral load to help identify broken or missing spikes or tie plates.

Holland notes that while segments of the industry are moving toward the use of UGMS-type platforms, which operate at higher speeds and enable Railway Track & Structures

November 2017 19

track inspection

ENSCO sees movement toward virtual inspection where data is transferred to an office for review.

railroads to collect more miles of data per day, there continues to be a need for GRMS-type track-gauge strength measurement, as well. Holland has found that railroads are looking to platforms that can accommodate additional, related technologies that can be housed on a single platform and collect data concurrently, thereby allowing railroads to do more with fewer track occupancies.

“We are in the process of expanding our capabilities through a combination of in-house development and in partnership with other, third-party, companies to provide a broader suite of technological capabilities to both the freight and transit markets,” said Felix Krupczynski, general manager of Holland’s Railway Measurement Systems and Services division.

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November 2017

To help customers reap the benefits of “big data,” Holland uses multiple software programs to collect, verify, process and present the data collected by its fleet of test vehicles. The company explains that its Rangecam® software, which is used by Class 1, regional and rail transit systems, enables users to view track geometry, along with rail profile shape and wear measurement data, to query the data for exceptions or near-exception conditions, to identify deterioration or wear trends and to forecast the need for track maintenance or rail replacement.

“Beyond that, we are developing a new digital platform that accommodates a wide range of data streams. The platform will provide a portal for railroads to review existing conditions and to generate predictive and prescriptive reports based on current and historical data,” Krupczynski said. “We see this as a logical extension of what we do and the direction in which the industry must go.”

MRT Holdings

MRT Holdings LLC has introduced its Track Geometry System (TGS) with the goal of disrupting the technical landscape of track geometry. The TGS utilizes aerospacegrade inertial guidance systems paired with wireless communication between modules to eliminate nearly all in-cab equipment. MRT Holdings explains the system can be installed on a variety of hi-rail vehicles and that the opensource reporting structure of its TGS allows railways to take ownership of their own data and integrate it into back office reporting infrastructures.

www.rtands.com

track inspection The RailWorks TMAC app allows a user to access the inventory of an entire track system’s assets on an iPad or Android tablet.

“In our view, the next development in this space will be the delivery of real time data directly into MOW machine cabs, which will enable railways to improve responsiveness and efficiency when it comes to track inspection,” said Rick Carlson, business adviser for MRT Holdings.

The TGS was tested at Transportation Technology Center, as well as on Class 1 and commuter track where measurements were directly compared to manual and control devices for accuracy.

“In developing TGS, we accounted for customer feedback in the design process. Elements such as simplified user interfaces with ruggedized tablets, wireless module communication (from the sensor to the tablet) and back-office report integration are some specific areas we focused on to improve the customer experience,” said Carlson. “As the TGS is deployed further in the railway indus-

22 Railway Track & Structures

try, we will work with our customers to analyze data and continuously improve the system based on evolving needs.”

NxGen Rail

NxGen Rail Services provides and operates rail-bound track inspection services at line speed, combining multiple technologies to provide a holistic

November 2017

view of the track and infrastructure condition. These technologies include full track and rail geometry, machine vision and ground penetrating radar.

In the past 12 months, NxGen says it has upgraded its web-based big data platform to include positive train control (PTC) asset tracking and integrated its ground penetrating radar data with optical and geometry defect information. This platform, called the NxTrack Cloud™, enables railroads to make virtual visits to anywhere on their network at the click of a mouse and view track, rails and other assets with high-definition imagery.

“It is an exciting moment for the track inspection community,” said NxGen Managing Director Robert Grant. “As changes in technology are allowing more data integration and mining techniques that enhance the performance of the inspection technology– driving the push from reactive to condition-based maintenance strategies.”

Plasser American

Plasser American Corp. provides a sys-

www.rtands.com

tem that provides information on a range of track inspection needs including track geometry, rail profile, corrugation, clearance, rail-flaw detection and catenary measurement systems to video systems for inspection of right of way, track components, third rail, catenary, thermal imaging and more. “Our products are constantly improved to provide better accuracy and reliability. Specifically, Plasser has moved to new camera and data processing technology for the non-contacting optical gage measuring system. At Railway Interchange 2017, Plasser has also demonstrated the Plasser Smart Maintenance Suite web application, allowing the user to remotely monitor the machine condition and performance, including a web interface to look at tamper recorded track geometry data,� said Plasser.

Plasser explains that the industry is moving toward providing online realtime information about track condition and machine performance and notes that Plasser’s approach is to provide a holistic view of both track and machine condition through online tools.

www.rtands.com

Railway Track & Structures

November 2017 23

DMA says that railroads are pushing for a more intelligent use of the information provided by measurement solutions.

“For each new delivered product, Plasser’s measuring technology is checked by acceptance tests. The test are designed to verify accuracy, repeatability and reproducibility of results,” said the company. “Plasser is performing continuous research to improve the measuring, as well as the work machine accuracy and reliability.”

RailWorks

RailWorks Maintenance of Way provides track geometry testing services to Class 1 and shortline railroads throughout North America. Its newest machine, a heavy-inspection vehicle, is at work in North America for a railroad that favors its vertical-loaded gauge measurement. RailWorks explains that the new vehicle’s appeal is a constant-rail-contact measurement method, which has the ability to report, analyze and act on results in real time.

RailWorks will introduce an app by the end of the year geared toward automating all aspects of managing railroad track inspection and maintenance services.

RailWorks says its Track Management and Control (TMAC) app swaps paperwork for a comprehensive database to document and prioritize defects, create a customized facility plan and evaluate all of the associated costs for budgeting.

“The process starts with a comprehensive track inspection where a RailWorks professional walks the track and has the ability to not only record track conditions, but also inventory the entire track system’s assets on an iPad or Android tablet. Conditions are prioritized as a 1, 2 or 3 priority. RailWorks crews will refer to the app to develop work plans that focus on priorities identified with the customer.

When the conditions have been repaired, RailWorks’ crews record updates on the app itself,” explained the company.

RailWorks’ customer portal allows facility managers or railroad engineering personnel access to the information to confirm work plans, generate reports and prepare budgets.

“This new tool helps our customers focus their resources on priority areas and make smart decisions about future spending,” said RailWorks.

RailWorks is implementing the use of TMAC with its traditional track inspection services, as well as its portfolio of other track maintenance services, including track geometry services.

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November 2017

www.rtands.com

Manufactured

Layer by layer

union pacific

The rail industry is seeing the advantages of additive manufacturing and the 3D printing method is expected to see continued growth within the industry.

by Mischa Wanek-Libman, editor

A

dditive manufacturing (or 3D printing), has seen growing interest and growing use within the rail industry both in North America and Europe. Where traditional manufacturing processes remove material, additive manufacturing builds a piece layer by layer.

According to “The State of 3D Printing-2017,” a study by Sculpteo, there is an undeniable link between 3D printing and product development.

Of the study’s respondents, 28 percent said product development was a priority of their 3D printing plans, while prototyping and proof of concept were the top applications of 3D printing.

The rail industry has produced several practical applications of 3D printing.

Siemens says its Competence Center for Additive Manufacturing in Erlangen, Germany, is helping the company’s Mobility Division usher in a new era for spare parts. Siemens notes that the rail industry can see vehicle service life that exceeds 30 years and 3D printing can quickly and economically produce plastic or metal spare parts.

The company has successfully printed spare parts, such as a street26 Railway Track & Structures

car armrest or a motor-bearings cover, and notes that the printed parts have an improved design, which means they require less material than original components and therefore weigh less.

Union Pacific offers another real world example of 3D printing with the technology playing a critical role in UP’s Machine Vision system. The Class 1 utilized its 3D printer to design an air knife that blows air across the laser for cooling and provides outward air flow to keep debris out. UP also used 3D printing to prototype a handheld AEI device.

UP cites tougher plastics that are allowing 3D printed pieces to be treated as any other piece of equipment and the capability to incorporate design changes within a matter of hours rather than days as key advantages to the technique.

Prototypes at M/W firms

Holland LP is currently using additive manufacturing to create low volume production parts for its current fleet upgrades, as well as for rapid prototyping validation on research and development projects.

“Using rapid prototyping allows us to get to the market is less time –

November 2017

thereby generating a product revenue stream in a more timely manner,” said the company. “As newer technologies and materials are developed (resin, stainless steel, ceramic, etc.), we will evaluate how we can adapt these to our business plan.”

Additive manufacturing is assisting Industry-Railway Suppliers, Inc. (IRS), a Railway Supply Group company, with prototype development.

Brian Maki, manager of engineering at IRS, explains this technique reduces time to market, reduces prototyping costs and aids the company in presenting concepts to customers with actual parts versus drawings.

“3D printing allows us to conceive a concept in the morning and have a physical part in our hands in the afternoon,” said Maki. “It allows us to test a part for fit and function and helps us to notice areas of a part that need to be modified before production tooling and parts are made.”

Maki does see some limitations concerning high volume production parts including time needed to print, material selection and, what he calls, the temperamental nature of 3D printing. www.rtands.com

3D printing Opposite page: UP used a 3D printer to produce all items shown.

Concerning factors that can cause 3D printing to be temperamental, Maki explains, “There are many variables that affect the process and sometimes, those variables are difficult to control or understand which ones need tweaking to produce a consistent high quality part.”

He notes that it’s hard to predict what the future may hold or bring, but for now, he sees Industry-Railway Suppliers continuing to utilize additive manufacturing for prototyping.

Right: Industry-Railway Suppliers’ 3D printer in its lab.

“The print speed is adequate for prototyping, but it is not cost effective for full production. Our 3D printing capabilities are limited to plastic, while most products that we offer are made of steel.

While there are some additive manufacturing machines that use a metal media, they are quite expensive and difficult to justify,” said Maki.

Another potential issue Maki sees is the tolerances and surface finish of a 3D printed part. He also points out that a part made by the additive manufacturing process (essentially building a part layer by layer) will have different mechanical properties than a part that is made by a more typical production method (e.g., injection molding, casting, forging). Maki notes that if the

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Future of 3D printing

production intent is to use one of these typical methods, then testing and verification of the production part may be required since the test results and performance of a part made by additive manufacturing may differ.

Referring back to Sculpteo, its 2017 study found the future of 3D printing holds much more opportunities than threats. The study cites the declining cost of 3D printing, which makes it more accessible to more companies as a key driver to future growth. Additionally, the study found that 90 percent of respondents believe 3D printing offers a competitive edge. In a business where customization is becoming more prevalent, 3D printing can be an important tool.

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big data in railroad engineering:

the challenge of vast

amounts of data Utilization of data science can tap into the information held within big data.

by Allan M Zarembski, Ph.D., PE FASME, Hon. Mbr. AREMA, professor, Department of Civil and Environmental Engineering, and Nii Attoh-Okine Ph.D., PE, professor, Department of Civil and Environmental Engineering, University of Delaware, Newark, Del.

R

ailroads are infrastructure-intensive organizations that rely on significant amounts of information and data for operations and maintenance. As an aggregate, the U.S. railroad industry operates approximately 200,000 miles of railroad track, over 30,000,000 car loads (shipments) per year, and manages a fleet of more than 1.6 million rail cars and 25,000 locomotives. The U.S. railroad industry’s annual revenues are of the order of $80 billion and their annual capital program is of the order of $20 billion per year, which includes replacements of such capital assets as rolling stock (cars and locomotives) and key track components such as rails, ties, ballast and bridges.

Over the past half century, the inspection and management of the infrastructure has evolved from a subjective activity performed by a large labor force geographically distributed along the railroad lines, to an objective, technologically sophisticated, data-focused, centrally managed activity. Using a broad range of inspection vehicle to collect data and a new generation of maintenance management software systems to analyze and interpret this data, railroads represent an industry that is starting to make extensive use of its “big data” to optimize its capital infrastructure and safely manage its operations while keeping costs under 28 Railway Track & Structures

control. Noting that virtually all U.S. railroads are private corporations, the ability to manage their infrastructure safely and cost-effectively is of great importance to maintain the financial viability of the U.S. railroads.

Thus, for example, the track department operates a range of inspection vehicles including track geometry inspection vehicles, which measure track condition at speeds of up to 80 mph (130 kph) for freight railroads and 125 mph (200 kph) for passenger railroads. These measurement vehicles collect 10 to 12-plus channel of data with a measurement taken as often as every foot, with a frequency of one to up to 12 times a year. This represents well over 2,500,000,000 data measurements per year for just this one class of inspection vehicle. Large volumes of data are also collected from other vehicle based inspection systems such as: • Ultrasonic rail test vehicles • Rail wear inspection vehicles (laser wear measurement) • Ballast profile and subsurface inspection vehicles (LIDAR and GPR) • Tie (sleeper) inspection systems • Dynamic load measurement systems (VTI, etc.)

• High definition video Traditional engineering analysis does not lend itself to analysis of this volume of data.

November 2017

Rather, most data analysis is performed at a very simplified level, where basic threshold analyses are performed to determine if the measured value exceed a predefined threshold, usually a combination of maintenance and safety thresholds. There is a growing trend to use this data at the next level, where the data is entered into large data bases to be used for historical monitoring, trend analysis and first-generation forecasting of rates of degradation or failure.

However, these approaches do not take advantage of modern data science analysis techniques which are designed to work with “big data” to develop higher-order forecasting and trend analysis.

This is the next level of data analysis.

While railroads have been collecting large volumes of data for a long time, the implementation of a new generation of inspection and monitoring systems has resulted in an exponential growth in data collected. Thus, the relatively new phenomenon of big data has become increasingly important in railroading in general and in railway engineering in particular. There is enormous value potential in big data to include new and innovative insights and an improved understanding of maintenance and safety issues. These new insights will help shape the future of data analysis in railway engineering. www.rtands.com

railroads and big data OPPOSITE PAGE: Figure 1 shows the differences between traditional data analysis and big data.1 This page: Figure 2 uses a Bayesian Network analysis to predict probability of occurrence of a rail defect associated with the presence of multiple track geometry defects.

Data science is the interdisciplinary field about scientific methods, processes and systems to extract knowledge or insights from data in various forms, either structured or unstructured, similar to data mining. Thus, data science represents a multidisciplinary field that builds on and synthesizes a number of relevant disciplines and bodies of knowledge, including statistics, informatics, computing, communications, management, etc.

Data science provides ways (and tools) to deal with and benefit from big data, to include ways to see patterns, discover relationships and develop predictive analytic capabilities and to make sense of stunningly varied images, data streams and information.

Railway engineering data is created constantly. Sensors are used to collect data and, in some cases, automatically generate useful information that needs to be stored and processed in real time to address both safety and maintenance issues. Merely keeping up with this huge influx of data is difficult, but substantially more challenging is analyzing vast

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amounts of it, especially when it does not conform to traditional notions of data structure, to identify meaningful patterns and extract useful information.

Data science in railway engineering applications requires more than just “looking” at the data. It attempts to represent the complexities of huge volumes of both structured and unstructured data collected by the full range of inspection and management systems. It also requires a systematic formulation of the different problems encountered in the field. Appropriate methodologies and approaches are needed that can provide insight into and tools to assist in maintenance and safety decisions.

Figure 1 shows the key differences between the big data paradigm and traditional data analysis.

Rail engineering big data

Two examples will be presented that

show the potential of big data.

One recent Federal Railroad Administration-sponsored study on the relationship between track geometry defects and the development of internal rail defects, used data science techniques to quantify the probability that the presence of one of more track geometry defects will result in the development of a rail defect at that same location. As part of this study, approximately 335,000 track geometry defects were correlated with approximately 26,000 rail defects on 22,000 miles (36,700 km) of a major U.S. Class 1 railroad. Correlation and statistical analyses were performed looking at • Relationship between life of rail (cumulative million gross tons) and presence of geometry defect(s).

• Relationship between probabilities of rail defect occurring at a given location and presence of one of more geometry defects at that location.

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November 2017 29

railroads and big data

LEFT: Figure 2A shows the use of data science to forecast probability of track surface degradation path.

RIGHT: Figure 2B shows actual track surface degradation paths.

The results showed that there was a statistically significant relationship between geometry defects and rail defects, when the geometry defect preceded the rail defect. Analysis showed that if a track geometry defect is present, the cumulative million gross tons “life” of the rail was approximately 30-percent less than that of a rail defect with no track geometry defect. Furthermore, probability analysis using Bayesian theory, a big data tool, showed that the presence of a geometry defect has a strong and well-defined effect on the development of a rail defect. In general, the analysis showed that a single geometry defect increases the probability of a rail defect occurring at the same location by a factor of 6 to 13, while multiple geometry defects will increase probability of a rail defect by factors of up to 600 times; up to a probability of occurrence of 80 to 90 percent, depending on number and type of geometry defects. This is illustrated in Figure 2, which shows that the presence of four track geometry defects in the same general location over a period of several years generates a probability of 88.6 percent that a rail defect will occur in that same location.

A second example looked at the use of data science tools in predicting track geometry degradation and associated time to failure (or maintenance) taking into account the inherent uncertainty of the unobserved condition of the track.

Traditionally, track geometry degradation is quantified using foot-by-foot 30 Railway Track & Structures

geometry measurements taken from a track geometry car, usually converted into a Track Quality Index (TQI) and failure time (time to required maintenance, e.g., tamping) estimated using this track geometry data history. However, when degradation data is available as a function of time or cumulative tonnage, extrapolation of the degradation paths can be mathematically modeled as a stochastic process and the estimation of the time-to-failure can be obtained for predefined confidence limits.

This is in fact an analysis of the “First Hitting Time (FHT)” for the required next maintenance cycle as a function of the track geometry degradation projections or “paths.” This can be seen in Figure 2A where the FHT is time (actual plus projected) to reach the maintenance threshold level “a.”

The underlying degradation paths are modeled using the “Wiener process with drift” and the FHT follows an inverse Gaussian distribution. The results provide a more robust representation of track geometry failure time using degradation data. This is presented as the probability distribution (distribution of FHT) in Figure 2A with the actual projected degradation paths shown in Figure 2B. The result is a range of projected paths, with a corresponding probability or likelihood for each path.

Actual maintenance plans can thus be based on the highest probability paths.

Where do we go from here?

The one thing we can say with certainly is that railroads will continue to improve and expand their inspection technologies and collect more and more data. The challenge then becomes how best to use this data. As can be seen from these two

November 2017

examples, we are just at the very beginning of bringing this new tool chest of analytical tools, represented by data science, to the railroad industry. Already, it can be seen that “big data” analysis techniques are effective in dealing with large volumes of data and with large scale data bases where relationships between parameters are not always intuitively obvious. As such, these big data tools, such as illustrated in Figure 1, can be applied to areas where large scale data bases are available, but have not been used for anything but the most basic exception reporting and data base uses. This includes forecasting of rates of degradation and failure prediction, improved safety management, improved maintenance planning and associated maintenance management and overall improvements in both maintenance and capital program management. In today’s era of system optimization and cost sensitivity, the proper planning and management of track maintenance can be an important tool in assisting railways in controlling their capital and maintenance costs. As the cost of maintenance continues to increase, the ability to properly plan and execute track maintenance programs in an efficient and cost-effective manner becomes increasingly important.

References 1. Kune, et al. The Anatomy of Big Data Computing. Software Practice and Experience, Vol 46(1) 79-105.

Authors note: University of Delaware’s Annual “Big Data in Railroad Engineering Conference” will be held on Dec. 14-15, 2017, at the University of Delaware’s Newark, Del., campus. For more information go to http://outreach. engr.udel.edu/conferences/big-data-2017/. www.rtands.com

AREMA NEWS Message from the President

Research in the rail industry

Dwight Clark AREMA President 2017–2018

www.rtands.com

While riding my bike the other day, I got to thinking about the gains in new cycle technology that have been accomplished over the years. Some of the new technologies include: carbon fiber frames, aerodynamic bike frames, aerodynamic wheels, very sophisticated components, power meters and GPS. Older bike technology versus a new bike is no comparison. The newer bikes are faster and easier to ride. You still have to ride hills, fight wind and road hazards, but new technologies make it easier and are certainly more fun. This led me to reflect on the improvements that we have made with railway engineering technology during the past 37 years, since I’ve been in the industry.

Spending for U.S. rail research is approximately $48 million per year versus $800 million for highways. This equates to only six percent of the funding expenses available for highway research. North American rail research is accomplished through the Association of American Railroads (AAR), which is funded by seven Class 1 railroads who fund and steer research. Transportation Technology Center, Inc., (TTCI) is a subsidiary of the AAR. TTCI conducts research and development of new technologies. Class 1 railroads fund their own internal projects, but this funding is limited. Railroad suppliers develop proprietary, innovative products.

The Federal Railroad Administration (FRA) Office of Research & Development (R&D) has funding allocated to it and spends on new technologies and safety related research. It also cooperates with AAR on common interest projects. FRA R&D also funds regional transportation centers. U.S. rail research spending lags significantly compared to the rest of the developed world.

TTCI provides a world-class transportation research and testing facility located in Pueblo, Colo. There are 48 miles of railroad track available for testing locomotives, vehicles, track components, materials and signaling devices. Here are the tracks available for testing: • 1 – High Tonnage Loop (2.7 mi) 2 – Wheel Rail Mechanism (3.5 mi) • • 3 – Railroad Test Track (13.5 mi) • 4 – Transit Test Track (9.1 mi) • 5 – Impact Track (.75 mi) • 6 - Precision Test Track (6.2 mi) • 7 - Dynamics Test Track These facilities provide excellent opportunities to test prior to putting in revenue service. By testing track components and material, manufacturers can ensure that their products are capable of withstanding the heavy-axle environment.

With limited budgets there is a challenge to make sure that resources are allocated to the highest priority. TTCI has done an excellent job to make sure that occurs. TTCI senior research staff works with the Class 1 railroads engineering and mechanical departments to understand their priorities. Often some railroads

Professional Development AREMA is focused on your education within the railway i n d u s t r y. To h e l p y o u r advancement, AREMA offers seminar and webinar programs that will extend our ability to serve the educational needs of our railway engineering community with PDH accredited web based courses as well as classroom setting seminars. If you need additional continuing education credits, plan to log-on for the next webinar:

Design & Construction of Highway/Railway Grade Crossings Webinar This webinar will provide design and construction elements alongside AREMA recommendations to highway designers for projects that have railroad at-grade crossings.

December 5, 2017 2:00 – 3:30 p.m. EDT Intro to Wayside Detection Systems Webinar Introduction to understanding the operations of the defect detector systems while also gaining an overview of bearing failure, detector types, procedures, transducers, alarms and digital processing.

December 6, 2017 2:00 – 3:30 p.m. EDT For more information and a complete list of upcoming seminars and webinars, please visit www.arema.org.

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Upcoming Committee Meetings 2017 Dec. 7

Committtee 33 - Electric Energy Utilization

Philadelphia, PA

Committee 10 - Structures, Maintenance & Construction New Orleans, LA

Jan. 23-24 Committee 15 - Steel Structures Feb. 7

New Orleans, LA

May 15-16 Committee 15 - Steel Structures

2018 Jan. 18

Feb. 21-23 Committee 7 - Timber Structures

Scottsdale, AZ

Committee 9 - Seismic Design for Railway Stuctures

New York, NY

May 24

Committee 9 - Seismic Design for Railway Stuctures

June 1

Committee 10 - Structures, Maintenance & Construction

Chicago, IL St. Louis, MO

Spring, TX

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

Negotiated travel discount information for AREMA Committee meetings can be found online at: arema.org under "Education and Events."

FYI… Book Your 2018 AREMA Expo Booth now for the AREMA 2018 Annual Conference & Exposition in Chicago, IL, September 16-19, 2018! For more information and to book your exhibit space, please contact Christy Thomas at cthomas@arema.org.

2 0 1 8 C o m m uni c a tion s & Sig n als Manual is now available. With more than 50 new, revised, reaffirmed or extended Manual Parts, it’s the perfect time to get the 2018 Manual. Order online now at www.arema.org or contact mbruins@ arema.org for more details.

CALL FOR PAPERS: Papers are now being accepted for the AREMA 2018 Annual Conference & Exposition to be held in Chicago, IL from September 16-19, 2018. The deadline is December 15, 2017. Please visit www.arema.org for more information and to submit a paper online.

The AREMA Scholarship Program is now accepting applications for the 2018-2019 academic year. The AREMA Educational Foundation provides scholarships to engineering students who are specializing in the railway industry and supports other educational and training endeavors that help ensure the future of the profession.

Application Deadline: December 8, 2017.

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/ jobseekers to post your job today. Use code RailCareers to receive a 20% discount.

Not an AREMA Member? Join today at: www.arema.org 32 Railway Track & Structures

will have different priorities than others. These priorities are brought to the AAR Mechanical, Engineering, and Technology Outreach Committees to develop a preliminary 2018 research plan for consideration by AAR – Railway Technology Working Committee (RTWC). I just attended my last AAR – RTWC meeting in South Carolina. RTWC is comprised of vice presidents of engineering and mechanical (or designated designee) from Class 1 railroads, as well as some other technical experts from these railroads, TTCI and AAR representatives. TTCI has achieved amazing results with the funding allocated.

This was a great place for me to reflect on the major gains that have been achieved through my time being involved. We have developed better understandings of how heavy-axle loads and tonnage impact track components: wood, concrete and composite crossties, fastening systems, premium rail performance, insulated joints, moveable point frogs, heavy point frogs, flange-bearing frogs and high-speed turnouts. The accelerated testing reduces risk, reduces maintenance and extends the life of the track component and provides an answer more quickly.

The industry has made significant progress in rail detection. The challenges to rail-flaw detection have been: defects masked by rail surface conditions, limited coverage of rail cross section, defect orientation and defects in base of rail. Some of the improvements have been: gauge corner testing capability, side lookers, laser induced ultrasonics and phased arrays.

There have been major gains with the ability to perfor m remote track assessment. This provides the capability for railroads to under stand their overall health. Vehicle Track Interaction is a system that measures wheel/axle and car body acceleration to identify possible track defects from the rail car’s perspective. Anomalies are communicated real time to the assigned maintenance manager. The Autonomous Track Geometry Measuring Systems is a technology that is getting stronger and offers an opportunity for the industry. A vision is to equip a significant number of locomotives with measurement systems to assess near real time track degradation.

There have been tremendous improvements in wayside vehicle performance detection: Hot Bearing Detectors, Wheel Impact Load Detectors, Acoustic Bearing Detectors, Wheel Profile Detectors, Truck Performance Detectors and Cracked Wheel Detectors, comprehensive full train inspection systems are being developed to supplement FRA required mechanical condition inspection.

Across the industr y, m achine vision- base d syste m s ar e bei n g developed and improved. These systems conduct asset inspections, perform inventor y verifications and assess overall conditions. These systems are on both mobile and fixed platforms. These systems can perfor m tie evaluations, rail surf ace conditions assessments, rail inventor y, joint bar inspections, fastening inspections, railroad car

November 2017

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AREMA NEWS

Catching up with Damian Wallner Damian Wallner was the recipient of the 2010 and 2011 Robert & Sue Boileau Rail Engineering Scholarship while going to school at Michigan Technological University (Michigan Tech) in Houghton, Mich.

AREMA: Damian, you started your rail career as an AREMA Student Member at Michigan Tech. How did this participation guide you to your career goals?

WALLNER: This exposed me to the rail industry. I never had thought about the rail industry prior. Upon taking a few railroad-related classes, it helped me get a co-op position at Union Pacific. My co-op experience made me want to return to the rail industry upon graduation because of the dedicated employees I met and the variety of work I was exposed to.

AREMA: In 2010 and 2011, you were the recipient of the Robert & Sue Boileau Rail Engineering Scholarship.

How did this scholarship impact you while you were at Michigan Tech?

WALLNER: The scholarships helped me pay for books and tuition. This helped keep me from borrowing additional loans to cover these expenses. It showed me the rail industry is interested in helping support students who are interested in the rail industry. There are not many other industries that show the generosity that the rail industry does for undergraduate students.

AREMA: What has been your biggest accomplishment during your career at Union Pacific Railroad?

WALLNER: My biggest accomplishment was being the field design support lead for a project in northern California

Damian Wallner Senior Structural Designer Union Pacific Railroad

earlier this year. A 163-foot truss had complex repairs to the end post, end floorbeam, eyebars, hanger and the bottom chord. The keys to success in this project were communication, developing a constructible plan and the dedication of the people.

As Jim Young said, “Every railroad has tracks, equipment and facilities – difference is people and I believe we have the best employees in the nation.”

Having a dedicated team is why this project was successful, completing it in two weeks.

AREMA: Outside of your career, what do you do with your spare time?

WALLNER: I enjoy traveling and experiencing new foods, cultures and meeting new people. I love to bike. I bike to work year round no matter if it is 100 degrees or 0 degrees. It’s a great

Research in the rail industry continued from page 32 and locomotive inspections, safety application inspections and measure defective components.

Just as with the creation of newer, safer bicycles, major research and development in the railway industry

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has been rapidly achieved through the years. This has improved the o v e r a l l s a f e t y o f t h e i n d u s t r y.

AREMA is an ideal platform for the presentation of the research data from these new technologies.

way to allow me to clear my mind at the start and end of every work day.

AREMA: If you could tell your younger self one thing, what would it be?

WALLNER: Ask lots of questions and listen closely, there is always something to learn. Upon graduating college and getting your first job, you quickly realize that you don’t know everything despite having a degree and you’re not expected to know everything. The learning must continue. You can always learn something, whether it’s through working with an experienced colleague or even making mistakes on your own.

No matter how much you know, the learning never stops.

AREMA on Social Media Stay up-to-date on the most recent AREMA information through all official social media outlets. Become a fan of the AREMA Facebook Page, join the AREMA LinkedIn Company Page and tweet, retweet and hashtag @AREMArail on Twitter!

Railway Track & Structures

November 2017 33

CALENDAR NOVEMBER 6-10. Railroad Track Inspection & Safety Standards.

Chattanooga, Tenn. Contact: Dave Clarke. Phone: 865974-5255. E-mail: dclarke@utk.edu. Website: www. ttap.utk.edu/training/course-calendar.php.

7. National Railway Day Conference 2017. Westin Hotel Ottawa. Ottawa, Canada. Contact: Taisha Poulin. Phone: 613-237-3888. E-mail: taisha_ p o u l i n @ r a i l wa y s u p p l i e r s . c a . We b s i t e : w w w. railwaysuppliers.ca/english/events/national-railwayday-conference-2017.htm.

13-15. ASLRRA 2017 Central/Pacific Region Meeting.

Plaza Hotel Kansas City. Kansas City, Mo. Contact: Cara Boyle. Phone: 202-550-3447. E-mail: cboyle@ aslrra.org. Website: www.aslrra.org.

13-17. M i ch i ga n S t a t e U n i v e r s i t y Ra i l wa y Management Certificate Program: Regulation, Safety & Rail Industry Structure. Courtyard Marriott Baltimore BWI Airport. Washington, D.C. Contact: Sue Lonier. Phone: 517-353-5667. E-mail: loniers@msu.edu.

Website: www.railway.broad.msu.edu/education/.

DECEMBER 5-6. Highway-Rail Grade Crossing Safety. University of Wisconsin-Madison. Lak e Buena Vista, Fla. Website:https://epd.wisc.edu/course/highway-railgrade-crossing-safety/.

14-15. Big Data in Railroad Maintenance Planning 2017. University of Delaware Newark Campus. Newark, Del. Contact: Dr. Allan M. Zarembski. E-mail: dramz@ udel.edu. Website: www.outreach.engr.udel.edu/ conferences/big-data-2017/.

JANUARY 10-13. 2018 NRC Conference & NRC-REMSA Exhibition. J.W. Marriott LA LIVE. Los Angeles, Calif.

Contact: Matt Bell. Phone: 202-715-1264. E-mail: conference@nrcma.org. Website: www.nrcma. org/2018conference.

18-19. 14th Annual Southwestern Rail Conference.

Magnolia Hotel. Dallas, Texas. Contact: Bernie R o d r i g u e z . P h o n e : 4 6 9 - 5 6 9 - 01 3 6 . E - m a i l : bernie@texasrailadvocates.org. Website: www. texasrailadvocates.org/2018-southwestern-railconference/.

23-25. Association of American Railroads’ 30th Quality Assurance Auditor and Industry Conference.

Historic Hilton Fort Worth Texas. Forth Worth, Texas.

E-mail: QA@aar.com. Website: www.regonline. com/2018qaconference MARCH 7. Railroad Day on Capitol Hill 2018. Washington, D.C. Website: www.aslrra.org. www.rtands.com

Railway Track & Structures

November 2017 35

PRODUCTS Excavator Bull Hog

Fecon has a new mulching attachment for midi size excavators from 5-10 tons. The Fecon FMX Excavator Bull Hog offers a 50-inch cutting width and variable motor that can be adjusted for 12-40 gpm. The 50-inch model weighs around 1,050 pounds and has the ability to be mounted on backhoes and side arm booms. This brand new excavator head offers a split ring rotor design with the company’s new reversible cubit teeth; allowing the user the ability to quickly mulch 4-inch material and intermintently mulch up to sixinch material.

With additional options such as a front trap door and crutch mount, Fecon says the FMX Excavator Bill Hog can be customized in order to suit the unique needs of the user. Fecon claims this to be “the most durable mulcher on the market,” available in heavy duty and sever duty models. Wesbite: fecon.com/forestry/equipment/mulching-attachments/ bull-hog-excavator/

36 Railway Track & Structures

November 2017

Crossing conversion bracket

L&W Industries has developed a patent-pending Heavy Duty Conversion Bracket that the company says improves safety and reduces the maintenance costs of railway crossings.

L&W says its n e w b r a ck e t reduces railroad c r o s s i n g maintenance expenses by countering the effects of leverage, twisting and deflection caused by the weight of longer gate arms. This eliminates the eventual component failure and replacement expense that is characteristic of the current design. By upgrading to a round cross brace, maximizing the weld surface, and using teardrop shaped angles to add extra support to the cast breakaway attachment, L&W says the Heavy Duty Conversion Bracket provides a long-lasting and costeffective solution for around the same price as current designs. Website: www.lwind.com/new_railroad_signal_ products.html

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Ad Index Company

Phone #

Fax#

e-mail address

Page #

AREMA Marketing Department

301-459-3200

301-459-8077

marketing@arema.org

Cover 3

Birmingham Rail & Locomotive

205-424-7245

205-424-7436

bhamrail@aol.com

7

816-241-4888

816-241-3710

bboehm@cte-equipment.com

29

610-828-6200

610-828-2260

pbarents@danella.com

7

sales@dmfatlanta.com

6

Custom Truck & Equipment Rail Division

Danella Rental Systems Inc. Diversified Metal Fabricators, Inc.

404-875-1512

ENSCO Rail, Inc.

703-321-4515

dick.matthew@ensco.com

22

Frauscher Sensortechnik GMBH

609-285-5492

office@us.frauscher.com

15

bachman@georgetownrail.com

2

railinfo@harsco.com

9

rebersold@herzogservices.com

19

ptenhoven@hollandco.com

24

info@trak-star.com

20

Georgetown Rail Equipment Co.

404-875-4835

512-869-1542 ext.5292

803-822-9160

Harsco Rail Herzog Services, Inc.

816-233-7757

708-367-2987

Hougen Manufacturing Inc.

803-822-8107

816-233-9002

Holland LP

512-863-0405

708-672-0119

866-245-3745

800-309-3299

J.Lanfranco Fastener Systems Inc.

(855) 694-3250

613-632-4122

jbaines@jlanfranco.com

8

Koppers Railroad Structures

800-356-5952

608-221-0618

rrdiv@koppers.com

17

Landoll Corporation

800-428-5655

Moley Magnetics Inc.

844-M-MAGNET (844-662-4638)

Neel Company, The

jim.ladner@landoll.com

Cover 2

716-434-5893

sales@moleymagneticsinc.com

23

703-913-7858

703-913-7859

jlewis@neelco.com

5

NRC

202-715-2920

202-318-0867

info@nrcma.org

10

Progress Rail, A Caterpillar Company

256-505-6402

256-505-6051

nfo@progressrail.com

25

RailCet

866-724-5238

217-522-6588 grif1020@yahoo.com

23

Railway Education Bureau, The

402-346-4300

402-346-1783

27,36

R. J. Corman Railroad Group Sperry Rail Services

800-611-7245

Western-Cullen-Hayes, Inc.

888-293-6779

859-885-7804

bbrundige@sb-reb.com www.rjcorman.com

21

203-791-4507

wrobert.dimatteo@sperryrail.com

Cover 4

773-254-9600

cp@wch.com

8

773-254-1110

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.

Advertising Sales general sales OFFICE AL, KY Jonathan Chalon Group Publisher (212) 620-7224 55 Broad St., 26th Fl. Fax: (212) 633-1165 New York, NY 10014 jchalon@sbpub.com CT, DE, DC, FL, GA, ME, MD, MA, NH, NJ, NY, NC, OH, PA, RI, SC, VT, VA, WV, Canada - Quebec and East, Ontario Jerome Marullo Business Development Manager 55 Broad St., 26th Fl. (212) 620-7260 New York, NY 10014 Fax: (212) 633-1863 jmarullo@sbpub.com AR, AK, AZ, CA, CO, IA, ID, IL, IN, KS, LA,

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MI, MN, MO, MS, MT, NE, NM, ND, NV, OK, OR, SD, TN, TX, UT, WA, WI, WY, Canada -­AB, BC, MB, SK Heather Disabato (312) 683-5026 Fax: (312) 683-0131 20 South Clark St. Ste. 1910 Chicago, IL 60603 hdisabato@sbpub.com Responsible for advertisement sales in all parts of the world, except Italy, Italian-speaking Switzerland, Japan and North America.

Suite N2, The Priory, Syresham Gardens, Haywards Heath, West Sussex RH16 3LB, UK Louise Cooper International Sales Manager

Suite K5 &K6 The Priory +44-1444-416917 Syresham Gardens Fax: +44-1444-458185 Haywards Heath, RH16 3LB United Kingdom lc@railjournal.co.uk Michael Boyle International Area Sales Manager Dorfstrasse 70, 6393 St. Ulrich, Austria +011436767089872 mboyle@railjournal.com Italy and Italian-speaking Switzerland Dr. Fabio Potesta Media Point & Communications SRL Corte Lambruschini Corso Buenos Aires 8 +39-10-570-4948

V Piano, Int 9 Fax: +39-10-553-0088 16129 Genoa, Italy info@mediapointsrl.it Japan Katsuhiro Ishii Ace Media Service, Inc. 12-6 4-Chome, +81-3-5691-3335 Nishiiko, Adachi-Ku Fax: +81-3-5691-3336 Tokyo 121-0824, Japan amskatsu@dream.com Classified, Professional & Employment Jeanine Acquart (212) 620-7211 55 Broad St., 26th Fl. Fax: (212) 633-1325 New York, NY 10014 jacquart@sbpub.com

Railway Track & Structures

November 2017 37

NEW & USED EQUIPMENT

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

E-Mail: RelamCFE@aol.com Tel: 440-439-7088 Fax: 440-439-9399 Visit our website at: www.relaminc.com

PARTS • SALES • SERVICE

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

NEW & USED Grapple Trucks, Roto Dumps, Mechanics Trucks and Pickups.

WE ALSO RENT! Call Rob Wiskerchen at 715-897-2619 Toll Free: 888-405-0110 e-mail: rob@wisktrucks.com • www.wisktrucks.com

Hi-Rail Trucks Work Ready or Custom Built to Order www.omahatrackequipment.com

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

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

• New-Used-Rentals • Work ready trucks available for immediate delivery • Custom Builds - yours specs or ours • Parts & Services • Hi-Rail & Crane Inspections

Grapple Trucks Mag & Creep Drive

Hi-Rail Rail & Tie Carts

Available for Lease 3000 cu ft Covered Hopper Cars 4650 cu ft Covered Hopper Cars 3600 cu ft Open Top Hopper Cars 4480 cu ft Aluminum Rotary Open Top Gons 65 ft, 100-ton log spine cars equipped with six (6) log bunks 60 ft, 100 ton Plate F box cars, cushioned underframe and 10 ft plug doors 50 ft, 100 ton Plate C box cars, cushioned underframe and 10 ft plug doors Contact: Tom Monroe: 415-616-3472 Email: tmonroe@atel.com

38 Railway Track & Structures

November 2017

Section Trucks

Rotary Dump Trucks

John Gallo • Business Development Manager 402-990-9385 • Johng@omahatrack.com

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NEW & USED EQUIPMENT 100 S Paniplus Drive Olathe, ks 66061 main: 913.764.1315 Mobile: 913.972.1013

Sales

aspenequipment.com/railroad

Rentals

Service Parts

PARTS • SALES • SERVICE • RENTALS

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TAKE A LOOK AT QUALITY Kenworths, DMF Gear, Moley Magnets & Serco Loaders

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- Pickup Trucks - Service Bodies

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Grapple Trucks

- Track Inspector Trucks - Boom Trucks

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

LEASE or BUY

Tunnel Trucks

Custom Build New or Used Chassies.

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

RAILROAD SERVICES

Est. 1910

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

Professional Directory

Extending the Life of Your Machine Harsco Rail provides superior components and assemblies to extend the life of your machine. Rebuilds are remanufactured to OEM specifications with OEM parts. All parts are inspected for repair and/or replacement, and the OEM standard warranty is provided.

L U D I N G T O N C O N TA C T ( 6 7 0 0 ) : T ( 8 0 0 ) 8 0 0 - 6 4 1 0 C O L U M B I A C O N TA C T ( M K I V ) : T ( 8 0 3 ) 8 2 2 - 7 4 2 0 E R A I L PA R T S @ H A R S C O . C O M O R D E R PA R T S AT: H T T P S : / / PA R T S . H A R S C O R A I L . C O M /

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Railway Track & Structures

November 2017 39

Products and services

Employment

ERIC HEADRICK President 205 N. Chestnut/PO Box 404 Arcola, IL 61910 Ph217-268-5110 cell217-259-4823 Fax217-268-3059 email eric@rrcri.com

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

REESE

Project Engineer – Railroad Design & Construction Industrial Railways Company – Benicia, California E-mail resumes to: cstotka@indrailco.com SEE THE FULL JOB POSTING AT RAILWAYAGE.COM JOB BOARD

Get the inside scoop on and off the track

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

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

ALL MAJOR CREDIT CARDS ACCEPTED

40 Railway Track & Structures

November 2017

Rail BRief: The Weekly RT&S Email Newsletter

SubScribe at: www.rtands.com/RailBrief www.rtands.com