RT&S 1212

December 2012 | www.rtands.com

Wheel/Rail interfacetop 5 topics

Expanded news section

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AREMA news p.40

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Hand-held tools: small but Mighty

www.rtands.com Railway Track & Structures December 2012 1

December 2012

Contents News

5 Industry Today 5 Supplier News

5 Superstorm Sandy Recovery 10 Safety Update 14 People

Columns

3 On Track And to all a safe 2013

11 NRC Chairman’s Column Elections, conference and

a new year

Features

26 Hand-held tools pack punch into small package

Today’s hand-held tools come with all the bells and whistles needed to make any job safer and more cost-effective.

34 Top concerns to consider when evaluating wheel/

rail interface Of the large number of variables that can affect the wheel/rail interface, contributing editor, Ryan McWilliams, highlights the Top 5.

26

RAILWAY TRACK AND STRUCTURES

Stanley Hydrau-lic Tools SPL31 lightweight spike puller is one hand-held tool ready for big jobs.

Story on page 26.

Departments20 TTCI R&D

40 ARemA News

45 Products

47 Calendar

48 Advertisers Index

48 Sales Representatives

49 Classified Advertising

50 Professional Directory

34

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Vol. 108, No. 12Print ISSN # 0033-9016, Digital ISSN # 2160-2514

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Railway Track & Structures (Print ISSN 0033-9016, Digital ISSN 2160-2514), (USPS 860-560), (Canada Post Cust. #7204654), (Bluechip Int’l, Po Box 25542, London, ON N6C 6B2, Agreement # 41094515) is published monthly by Simmons-Boardman Publ. Corp, 345 Hudson Street, 12th Floor, New York, NY 10014. Printed in the U.S.A. Periodicals postage paid at New York, NY and Additional mailing offices. Pricing, Qualified individual in the railroad employees may request a free subscription. Non-qualified subscriptions printed or digital version: 1 year Railroad Employees (US/Canada/Mexico) $16.00; all others $46.00; foreign $80.00; foreign, air mail $180.00. 2 years Railroad Employees US/Canada/Mexico $30.00; all others $85.00; foreign $140.00; foreign, air mail $340.00. BOTH Print & Digital Versions: 1 year Railroad Employees US/Canada/Mexico $24.00; all others $69.00; foreign $120.00; foreign, air mail $220.00. 2 years Railroad Employees US/Canada/Mexico $45.00; all others $128.00; foreign $209.00; foreign, air mail $409.00. Single Copies are $10.00 ea. Subscriptions must be paid for in U.S. funds only. COPYRIGHT © Simmons-Boardman Publishing Corporation 2012. All rights reserved. Contents may not be reproduced without permission. For reprint information contact: PARS International Corp., 102 W 38th St., 6th Floor, New York, N.Y. 10018 Phone (212) 221-9595 Fax (212) 221-9195. For Subscriptions & address changes, Please call (800) 895-4389, (402) 346-4740, Fax (402) 346-3670, e-mail [email protected] or write to: Railway Track & Structures, Simmons-Boardman Publ. Corp, PO Box 10, Omaha, NE 68101-0010.POSTMASTER: Send address changes to Railway Track & Structures, PO Box 10, Omaha, NE 68101-0010.

RAILWAY TRACK AND STRUCTURESOn Track

And to all a safe 2013

I t’s easy to wax philosophical dur-ing this time of year but I’d rather take a stab at waxing practical,

if that makes any sense. As we take stock during this season of all that we have to be thankful for, did job-site safety enter into your mind? Dur-ing my years of reporting for RT&S on any given story, the question of goals comes up: What is the goal of this bridge project? How many ties does your gang aim to install a day? What did you want to accomplish with this buildout? One would think the answers (in order) would include to make better use of an asset, one-mile per day and increase capacity, but the answer I received to each of these questions was the same: To get everyone home at the end of the day. An answer I believe speaks vol-umes about our industry. While safety begins at the individual level, a great-er organizational culture focused on safety has developed into an industry-wide commitment.

I attended the Railway Tie Asso-ciation’s annual meeting in Tampa, Fla., this past October. The RTA did another wonderful job of put-ting together a thought-provoking and informative line up of speakers and panels, but National Transpor-tation Safety Board member, Rob-ert Sumwalt, stood out to me. While I’ve focused a lot on the individual aspects of safety in past columns, Sumwalt spoke about the role lead-ership plays in the development of workplace safety.

A true safety culture must be woven into the fabric of an organiza-tion so that its core values and behav-iors result in a collective commitment by the organization’s leaders.

Sumwalt is a practical man, he stated that every industry is a busi-ness that provides goods and services to make money, the trick is to find the balance between the bottom line and

the role safety plays in the workplace.Sumwalt summed up an organiza-

tion’s safety structure as such: Safety culture is about leadership; leader-ship is about influence and perception of what the boss wants is enough to influence individuals, which can be swayed in a positive, as well as nega-tive direction.

So, how does a leader’s actions display the proper perception? Again, Sumwalt gives excellent and practi-cal points. First, make sure there are open lines for reporting, which means an employee can come to a manager with a potential safety issue and have the assurance needed that the issue will be looked into and that the indi-vidual will not be punished for bring-ing the issue to light. Second, mak-ing sure all leaders from managers on up are staying informed by keep-ing a pulse of the work environment from various data sources and taking proactive measures. Third, creating a “just” culture, which Sumwalt defines as one that includes an atmosphere of trust where employees realize they will be treated fairly. Finally, lead-ers should be sure they are measur-ing the right things. Sumwalt said individual safety doesn’t equate with process safety.

One example of industry lead-ers displaying a focus on safety came recently when the Federal Railroad Administration launched an outreach effort encouraging rail carriers to adopt a peer-to-peer program to elim-inate electronic device distractions (see page 10 for more details).

As we close the book on 2012, I wish you all a very happy, and above all else, a safe new year.

Mischa Wanek-Libman, Editor


Balfour Beatty Rail, Inc., and Blythe Development Co. won a $26.3-million contract for a Charlotte, N.C., 1.5-mile streetcar line.

The Chicago Transit Authority awarded F. H. Paschen, S.N. Nielsen and Associates, LLC, a $43.875-million contract for station improvement work related to the Red Line South reconstruction project.

Cleveland Track Material, Inc., has been selected to supply materials for low vibration ties to the 2nd Avenue and 7 Line Extension projects in New York City.

Dallas Area Rapid Transit selected the Stacy and Witbeck/Carcon Joint Venture team, with HDR as lead designer, for the Dallas Streetcar Oak Cliff Line.

An early works construction contract for the Evergreen Line in British Columbia, Canada, has been awarded to Surrey, B.C.-

Northeast takes on unprecedented recovery effort following Sandy A full month post Super-storm Sandy and the North-east rail networks have near-ly reached complete recov-ery. A task accomplished by major efforts on the part of the regions freight and pas-senger carriers.

On Oct. 30, the morn-ing after the storm, trans-portation officials worked to make a speedy but thorough assessment of the damage left by Sandy. New York’s system seemed to take a par-ticularly brutal hit with Met-ropolitan Transit Authority Chairman Joseph J. Lhota saying in a prepared state-ment the system “has never faced a disaster as devastat-ing” as Superstorm Sandy.

While passenger service partially or fully resumed Oct. 30 on Massachusetts Bay Transportation Authori-ty, Maryland Transit Admin-istration and Washington Metropolitan Area Transit Authority systems, New York MTA, New Jersey Transit, Southeastern Pennsylvania Transportation Authority and Amtrak’s Northeast Corridor remained suspended.

Water provided the largest hurdle to the MTA and NJ Transit systems. MTA had seven subway tunnels flood, Metro-North Railroad lost power along much of its line, the

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INDUSTRY TODAY

Top, boats and other debris litter NJ Transit’s Morgan Draw Bridge on its North Jersey Coast Line. Monday, Nov. 5, MTA employees using a pump train are working around the clock to pump seawater out of the L train’s tunnel under the East River, which flooded during Sandy’s 13-foot storm surge.

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INDUSTRY TODAY

6 Railway Track & Structures December 2012 www.rtands.com

Supplier NewSLong Island Rail Road evacuated its West Side Yards and suffered flooding in one East River tunnel, additionally, LIRR and Metro-North had mud, downed trees, utility poles and even boats littering the rights-of-way.

NJ Transit’s Rail Operations Center—the central nervous system of the railroad—was engulfed in water, which damaged backup power supply systems, the emergency gener-ator and the computer system that controls the movement of trains and power supply. There were numerous downed trees across the rail system, washouts, several rail sta-tions were flooded and the Morgan Draw-bridge on the North Jersey Coast Line in South Amboy sustained damage from boats and a trailer that collided into the bridge.

Amtrak’s system also suffered water dam-age, leaving the nation’s intercity provider to remove water and make repairs to track, signal and power systems within its tunnels under the Hudson and East rivers. Amtrak called the amount of water intrusion into the tunnels unprecedented. It would be nearly two weeks after the storm before Amtrak was able to re-open the three tunnels that provide access to and from Penn Station New York.

The region’s freight rail providers, while

affected, did not sustain major damage and shipments were delayed based more on cus-tomers availability than damage to freight infrastructure. Canadian Pacific, Norfolk Southern and CSX all resumed service within days of the storm.

By Sunday, Nov. 5, almost a week after the storm, New York MTA offered limited and modified service on all subway lines except one and offered close to regular ser-vice on the LIRR and Metro-North com-muter lines.

NJ Transit had a longer recovery period, but by Nov. 19, was able to restore service to all but one of its lines. Service restora-tion included the North Jersey Coast Line, which suffered the brunt of the damage wrought by Hurricane Sandy.

“This is a major milestone in our con-tinuing, post-Sandy recovery. The devasta-tion wrought on the North Jersey Coast Line was the worst sustained throughout our system,” said Transportation Commis-sioner and NJ Transit Board Chairman James Simpson. “While we are not out of the woods and the recovery process continues, the restoration of this critical rail service is a major step forward for the Garden State.”

based Hans Demolition and Excavating totalling CA$581,000 (US$580,854).

Hill International was awarded a four-year, $9.6-million consulting contract for the Anaheim Rapid Connection project.

IntegriCo Composites, Inc., received a $1.5 million purchase order from a United States transit authority.

Jacobs Engineering Group Inc. and CH2M HILL, in a joint venture, received a seven-year, $75.5-million contract from Sound Transit

INDUSTRY TODAY


Supplier NewS

Pennsylvania will improve rail access, upgrade rail infrastructure and provide much-needed repairs to 24 shortline proj-ects with the aid of nearly $18.6 million in state funds.

“Pennsylvania has the highest number of short rail lines in the country, which helps keep goods moving and our econo-my going,” Pennsylvania Gov. Tom Cor-bett said. “When we invest in these rail projects, we help ensure a solid infrastruc-ture is in place to support the jobs relying on these services.”

Of the grants, $13.2 million will be distributed through the Capital Budget/Transportation Assistance Program and $5.3 million will come from the state Rail Freight Assistance Program. The grants leverage $6.8 million in local investments.

The grants were approved by the State Transportation Commission, which evalu-ates and assesses the resources needed to maintain and expand the state’s transporta-tion system.

Larger awards include $3.5 million to SEDA-COG to replace a railroad bridge over Loyalsock Creek that was destroyed as a result of flooding in 2011; $2.1 mil-lion to the Buffalo and Pittsburgh Rail-road to rehabilitate track in the Riker Yard and to expand track in Homer City; $1.9 million to American Refining Group, Inc., to rehabilitate 3,700 feet of track and add new loading racks for the refining facil-ity; $1.6 million to Allegheny Valley Rail-road Co. for the final phase of the Glen-wood Yard reconstruction; $1.6 million to D&I Silica to expand the company’s terminal in Wellsboro; $1.2 million to Fay-Penn Industrial to rehabilitate track on the Southwestern Pennsylvania Railroad’s FM&P subdivision line and $1.1 million to Wheeling & Lake Erie Railway to con-struct a new rail siding.

The remaining funds will go toward track expansion and rehabilitation, bridge replacement, construction of new rail spurs and sidings.

pennsylvania delivers funds to 24 shortline projects

of Seattle, Wash., for the Northgate Link Extension Project.

Kelso Technologies Inc., added 27,000 sq. ft. to its existing leased production facility in Bonham, Texas.

MCM Construction was awarded a $55.7-million grade-separation project for the Port of Los Angeles construction.

Pacer International, Inc., entered into a multi-year agreement to arrange, manage and provide intermodal freight transportation services for both automotive parts and freight-

INDUSTRY TODAY


Construction of a $336-million, concrete-walled railroad trench reaching 30 feet deep, 65 feet wide and 1.4 miles long through the city of San Gabriel, Calif., began on Nov. 1.

The grade separation project will elimi-nate vehicle delays and deadly collisions at four crossings and reduce emissions from idling cars and trucks forced to wait for pass-ing freight trains.

Street bridges spanning the San Gabri-el Trench will be constructed at Ramona Street, Mission Road, Del Mar Avenue and San Gabriel Boulevard, which are used daily by nearly 90,000 motorists. Once completed in 2017, cars, trucks and emergency vehicles will no longer need to wait for an average of 18 trains per day, projected to increase to 61 trains per day by 2025 if a second track is installed as planned by Union Pacific.

“The San Gabriel Trench project will eliminate traffic delays due to passing trains, deadly crossing collisions, locomo-tive horn blasts, help improve our region’s air quality and create 8,900 jobs during

five years of construction,” said San Ga-briel Councilman David Gutierrez, chair-man of the Alameda Corridor-East Con-struction Authority (ACE).

The $336.5 million grade separation project will eliminate a collision hazard, si-lence train horns and crossing alarms and the trench walls will shield nearby homes, churches, schools and businesses from train noise. The project is an investment in the Alameda Corridor-East Trade Corridor, which accommodates about 60 percent of the port containers moved from the na-tion’s busiest container ports in the San Pedro Bay to the rest of the country via the region’s rail network.

“In addition to reducing congestion and improving air quality, this vital project is an important link in our regional strategy of moving cargo containers by train rather than in diesel trucks on our freeways,” said Los Angeles County Supervisor, ACE Board Member and current MTA Board Chairman Michael Antonovich.

ACe begins construction of San Gabriel Trench project

Supplier NewS

all-kinds shipments between the U.S., Mexico and Canada for Union Pacific.

Parsons Brinckerhoff was awarded a contract by Michigan’s Southeastern Council of Governments to perform an alternatives analysis (AA) for the Woodward Avenue rapid transit project in Detroit.

Rail Construction Equipment Co., founded in 1997, celebrated its 15th anniversary on October 1, 2012.

RailComm was selected by Herzog Technologies to provide its Domain Operations Controller

INDUSTRY TODAY


Supplier NewS

The South Dakota Depar tment of Transportation and the Dakota South-ern Railway Company completed a two-year, $28-million rehabilitation project on the state-owned, shortline rail system between Mitchell and Chamberlain.

South Dakota Gov. Dennis Daugaard said completion of the 61.6-mile rail project gives the state’s farmers more options for storing, hauling and selling their crops.

Rehabilitation of the rail line facil-itated construction of Gavilon Liber-ty Grain Terminal, as well as created oppor tunit ies for fur ther economic development in the area.

T h e n e w e l e v a t o r i n K i m b a l l wi l l result in lower shipping costs , expanded markets and better pr ices for grain producers.

Dedication of the rail line, as well as a grand opening of Liberty Grain, which is located five miles east of Kimball, took place Thursday, Nov. 1. Gov. Daugaard,

U.S. Sen. Tim Johnson and state Trans-portation Secretary Darin Bergquist all spoke at the event.

“Rail ser vice is extremely impor-tant in South Dakota and I’m pleased to see successful completion of this multi-year effort,’’ Gov. Daugaard said. “The economic benefits of this project are immeasurable.”

The sale of South Dakota’s 369 miles of Core Line railroad track to BNSF in 2005 led to improved rail service to elevators in Highmore and Harrold from BNSF’s shuttle program.

“Rehabilitation of the tracks between Mitchell and Chamberlain has further enhanced shipping choices,” Bergquist said. “It will be great to see South Dakota’s farmers reaping the financial benefits of the improved and expanded rail service that not only provides more economical transportation of grain, but it also takes many heavy grain trucks off our roads.”

South Dakota completes shortline rehabilitation project

System to the Port of Los Angeles.

S. J. Amoroso Construction Co. was awarded a $71.5-million contract for new buildings and truck entrance and exit gates for the Port of Los Angeles construction.

Steel Dynamics, Inc., plans to install a heat-treating system at its Columbia City, Ind., Structural and Rail Division (SRD).

Stella-Jones Inc. signed a definitive agreement to acquire the shares of McFarland Cascade Holdings, Inc., a provider of treated wood products.

INDUSTRY TODAY


Federal Railroad Administrator Joseph C. Szabo joined senior railroad indus-try leaders and labor officials to launch a collaborative effort to educate and raise awareness among rail industry employees of the dangers of using elec-tronic devices on the job.

The kick-off event to highlight the dangers of distraction was held at Union Pacific Railroad’s Proviso Yard, as Union Pacific is among the first rail carriers nationally to adopt a peer-to-peer program to eliminate electronic

device distractions. Administrator Szabo encouraged

rail companies to adopt anti-distrac-tion programs and challenged all rail-road employees to make the improper use of such devices while on the job socially unacceptable.

“Distraction can impact anyone, whether they’re driving a car or work-ing in a railroad environment and the consequences can be equally serious and even deadly,” said U.S. Transpor-tation Secretary Ray LaHood. “Ending

distraction will take everyone’s help and I appreciate leaders in the railroad industry and labor joining us in this important safety effort.”

The event marks the launch of a col-laborative outreach effort to encour-age the establishment of peer-to-peer programs that raise awareness among all railroad employees of the dangers of distraction. According to the FRA, railroad employees who improperly use electronic devices while on the job vio-late both federal regulations and rail-road operating rules, while endangering themselves and possibly their cowork-ers, railroad passengers and those who live and work along rail lines.

“I have spent my entire career in the railroad industry and I know firsthand how distractions can lead to danger,” said Administrator Szabo. “That’s why I’m calling on all rail industry employees to adopt a zero-tolerance position on using electronic devices while working, building an even stronger safety culture where workers can confidently depend on one another to keep everyone safe.”

In October 2008, FRA issued an Emergency Order to prohibit the use of electronic devices by railroad operating employees. The Emergen-cy Order was codified by FRA as a regulation, which includes all railroad employees, in September 2010.

In other safety-related news, the National Transportation Safety Board released its 2013 Most Wanted List, an annual catalog of the agency’s top

industry safety update: FrA outreach, continued pTC committment and NTSB’s “most wanted”

FRA held a kick-off event at UP’s Proviso Yard for a collaborative outreach effort encouraging rail carriers to adopt a peer-to-peer program to eliminate electronic device distractions.

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advocacy priorities that covers all trans-portation modes. This year, implemen-tation of Positive Train Control (PTC) made the list because, as NTSB stated, PTC provides a safety redundancy by slowing or stopping a train that is not being operated in accordance with sig-nal systems and operating rules.

The NTSB recognized Southern California’s Metrolink as a national leader in PTC implementation effort stating, “Metrolink’s leadership to implement PTC is a model for others across the rail industry to follow.”

In September, Metrolink unveiled its fully-equipped PTC test train at an event hosted by Metrolink Board Chair Richard Katz and the Metrolink Board.

Metrolink, Amtrak, BNSF and Union Pacific have committed to implementing the technology in South-ern California in advance of the 2015 federal mandate deadline.

“Metrolink’s safety culture has been revolutionary,” Katz said. “It’s great to see hard work and a willingness to be out front, paying off in lives saved and praise from the NTSB. We take the role of being a leader in safety very seriously.”

Metrolink is nearly 50 percent com-plete with its implementation of the $210 million PTC program. Full imple-mentation is on schedule for 2013.

Following the NTSB’s inclusion of PTC in the “most wanted” safety initia-tives, the Association of American Rail-roads (AAR) issued a statement that reinforced the railroad industry’s com-mitment to implementing PTC but rec-ognized significant challenges remain to doing so.

“Freight railroads remain committed to implementing PTC and are doing all they can to address the challenges that have surfaced as implementation moves forward,” said Edward R. Hamberger, president and CEO of AAR.

“The mandate and implementation of PTC is an unprecedented undertaking and, despite nearly a decade of research and development, still faces significant hurdles to deployment,” said Hamberg-er. “The PTC system being designed and implemented by the railroads and suppliers is being created from scratch and must allow each individual railroad to safely operate on every other carrier’s network. Implementing a technology like this, with so many players, has never been done before,” Hamberger said.

INDUSTRY TODAY

www.rtands.com

Honolulu Authority for Rapid Transportation (HART) welcomed the first 3,000 tons of steel track for the city’s rail system, which arrived on Oahu during the first part of November. The shipment, more than 13,000 tons of steel track and other track-related materials, was blessed at a ceremony held at Kalaeloa Harbor.

“The signal here is that we’re on track,” said Dan Gra-bauskas, HART’s executive director and CEO. “This is the actual track that the trains will be operating on. We had the opportunity to lock in the price for all of the rail for the project and we were able to get a good price, so the fluc-tuation or rail prices in the future will not affect us.”

The steel rail was manufactured in Pueblo, Colo., and made specifically for the transit project. About 140 miles of track will be used, including tracks running in each direction and a third rail used to power the system.

“This is a great step,” said Honolulu Mayor Peter Carl-isle. “It says that we can all come together as a community and support this project.”

From Kalaeloa, the steel will be transported to project sites in Leeward and West Oahu, where it will be stored until construction of the rail transit system resumes next year. The project is currently on hold while HART com-pletes archaeological inventory survey fieldwork. Accord-ing to HART, the archaeological work is ahead of sched-ule and all fieldwork is now slated for completion in early December.

In addition to the steel rails, other track-related materi-als and accessories include concrete ties, fasteners, third rail with accessories and special trackwork, which will be installed throughout the project’s elevated guideway and maintenance yard. The total cost for all the products is $77.4 million.

A second shipment of another 3,000 tons of steel is scheduled to arrive in Oahu in December.

In addition to receiving the first shipment of rail, HART received more good news when the Federal Transit Admin-istration notified Congress that it will sign a $1.55 billion full funding grant agreement (FFGA) with the city and county of Honolulu by the end of 2012.

“Today is truly a great day for the Honolulu rail project and the residents of Oahu, as the FTA has informed Con-gress of its intention to sign the FFGA for $1.55 billion in federal money for the project,” said Grabauskas.

The signing of the FFGA is the final step of the FTA’s New Starts federal funding process for new rail systems and makes available $200 million to the Honolulu rail project for fiscal year 2012.

“This is the best holiday gift the citizens of Honolulu could possibly receive: the lean, clean, smart city of the future,” Honolulu Mayor Peter Carlisle said. “And the $250 million appropriation included for Honolulu in the president’s proposed FY2013 budget is the single largest amount for any New Starts project in the United States.”

HArT receives rail delivery, federal funding committment

INDUSTRY TODAY


AmTrAk named Bruce Pohlot chief engineer, Doug Varn general manager, long distance services and Tom Quigley general manager, state-supported services.

AuTo TruCk Group hired Jerry Cortese as director of sales, Western Region.

BNSF named Steve Bobb executive vice president and chief marketing officer, succeeding John Lanigan, who will retire, effective Jan. 15, 2013; Steve Branscum has been named group vice president, Coal Business Group, succeeding Bobb and Katie Farmer has been promoted to group vice president, consumer products, succeeding Branscum.

The CAliForNiA HiGH-SpeeD rAil AuTHoriTy hired Frank Vacca, former chief engineer of Amtrak, as its chief program manager.

GeorGeTowN rAil equipmeNT Co. hired Todd Euston, PE, as senior engineer, inspection technologies.

HArSCo CorporATioN received the resignation of Stephen Schnoor, senior vice president, chief financial officer and treasurer; Barry Malamud, who currently serves as vice president and corporate controller, has been named as interim CFO.

HDr hired Patrick Hickox, PE, as bridges and structures director.

iowA molD TooliNG Co. iNC. hired Glen Ashdown as senior chief engineer.

pATrioT rAil Corp. hired George Avery Grimes, PE, Ph.D., as executive vice president and chief strategy officer.

As of January 1, 2013, John Fox, vice president of marketing and sales at NARSTCO will become rAilwAy eNGiNeeriNG-mAiNTeNANCe SupplierS ASSoCiATioN, iNC.’s president; joining Fox on the REMSA Executive Committee will be REMSA Vice President Trent Marshall, vice president of Progress Rail Leasing; REMSA Secretary/Treasurer Bruce Wise, director railroad sales, Whitmore’s and Immediate Past President Phil Homan, president Loram Maintenance of Way, Inc.

THe TwiN CiTieS & weSTerN rAilroAD CompANy appointed David Long vice president marketing and sales.

wATCo weSTerN AuSTrAliA rAil hired Grant Thompson as vice president commercial; wATCo TrANSporTATioN ServiCeS promoted Cory Smith to general manager for the Louisiana Southern Railroad and appointed Roger Schaalma to assistant superintendent of maintenance of way for the Wisconsin & Southern Railroad and wATCo CompliANCe ServiCeS appointed Christian Meeker to performance assurance engineer, nondestructive testing and welding processes.

people


NRC CHAIRMAN’S COLUMN

The National Railroad Construction & Maintenance Association, Inc. 500 New Jersey Ave., N. W. Suite 400 Washington D. C. 20009

Tel: 202-715-2920Fax: [email protected]

The elections have come and gone and now the work of the NRC and its member companies accelerates. The House of Representatives will have 80-plus new members and even the slow-changing Senate will have 12 freshmen members in 2013. It is our responsibility to help educate these new congressmen on the importance of the rail industry and the crucial role played by rail construction and maintenance contractors and suppliers. Railroad Day on the Hill in the spring will be of the utmost importance in getting to know the new players and sharing our knowledge of the industry.

Before that, the NRC’s Annual Conference and Exhibition will be held at the Loews Miami Beach Hotel in Miami, Fla., from Wednesday, January 9, through Saturday, January 12, 2013. Registration and information is available for the conference online at: www.nrcma.org/go/conference.

The exhibit hall is sold out with more than 100 exhibitors, but if your company is looking for ways to increase its visibility at the conference, sponsorships are still available by contacting the NRC office at 202-715-1247 or e-mailing [email protected]. In total, we anticipate that more than 1,000 executives representing hundreds of key companies from the rail construction and maintenance industry will be in attendance.

Speakers will be outlining capital programs from Class 1 railroads, shortline railroads and major rail transit agencies. Speakers at this year’s conference will be representing CSX, Norfolk Southern, BNSF, Union Pacific, Canadian National, Canadian Pacific, Genesee & Wyoming, Watco, Florida East Coast Railway, All Aboard Florida, Chicago Metra, New York Metropolitan Transportation Authority, Miami Dade Transit, the North Carolina Depar tment of Transporation Rail Division and more.

In addition to the “bread and butter” capital spending plan presentations, we’ll have some speakers on hand to provide broader perspectives. Tony Hatch will provide a financial overview of the state of the freight rail industry and Keith Hartwell of Chambers, Conlon & Hartwell will provide a legislative analysis of the upcoming 113th session of Congress.

The conference will also feature optional seminars, covering topics ranging from Roadway Worker Protection (RWP) Train-the-Trainer to financial lessons on “How to Win with Banks or Buyers” to legal seminars guiding contractors on how to avoid FELA-related liability.

Hotel information: www.nrcma.org/go/hotelTravel information: www.nrcma.org/go/travelinfoOnline registration: www.nrcma.org/form3.cfm Golf tournament registration: http://www.nrcma.org/go/golf Fishing tournament registration: www.nrcma.org/go/fishing Seminars: www.nrcma.org/go/seminars

If you have any additional questions regarding the 2013 NRC Conference, please contact NRC Operations Manager Ashley Bosch at 202-715-1247 or [email protected].

I’ll look forward to seeing many of you at the conference in sunny Miami in January, but until then, I hope everyone had a wonderful Thanksgiving and I wish you all a Merry Christmas, Happy Hanukkah, Happy Kwanzaa, Happy Boxing Day, Happy Epiphany Day and a very Happy New Year.

Work safe and keep those around you working safe.

by Terry Benton, NRC Chairman

Elections, conference and a new year

www.rtands.com Railway Track & Structures September 2012 17




TTCI R&D

Transportation Technology Center, Inc., is leading an industry-wide effort to improve the performance of bonded insulated joints (IJ) in heavy-axle-load freight service. IJs are installed in

mainline rail as dividers for track circuits that are currently used for train control.

Working with Class 1 railroads, TTCI and IJ suppliers have designed several next-generation joints that have shown better performance than conventional IJs. After laboratory testing at TTCI and proof testing at the Facility for Accelerated Service Testing (FAST), Pueblo, Colo., several of these

designs have been installed in revenue service. A conventional IJ is a six-bolt, 36-inch-long joint

installed with the joint center between crossties (suspended configuration). Prior to 2004, average service life of these joints was approximately 170 million gross tons (mgt), with a standard deviation of 120 mgt.1 With improvements in materials, manufacturing and assembling processes, service life of IJs has more than doubled. Now, most suppliers guarantee 500 mgt of service life. However, this still falls short of the railroads’ goal of having the life of an IJ equal to the surrounding rail. But with the implementation of the following improved installation methods and design improvements to the overall IJ system, the railroad industry is making significant steps to achieve this goal.

Improved installation methodsAs Figure 1 illustrates, IJs can be suspended or supported depending on whether the center of the joint is installed over a crosstie or in a crib.

Depending on joint bar length and tie spacing, a supported IJ configuration could help the performance of the IJ in two ways. First, it could reduce the relative movement of the joint bar and rail, which is the major cause of adhesive debonding at the end post, especially if it is supported by three ties. Second, bending stresses due to wheel loads can be significantly lower in supported joints than in suspended joints, especially if loads are distributed over three ties.2

Suppor ted joints may need more track surfacing than suspended joints. The discontinuity at the rail joint causes impacts that are transmitted to the foundation through the track structure. A suspended joint bends locally on two ties absorbing some of impact energy. In supported joints, there may be less local bending of the joint as compared to suspended joints. As a result,

TTCI installs and tests improved insulated rail joints in five subdivisions.

Implementation of next-generation insulated joints in revenue service

by Muhammad Akhtar, senior engineer II and David Davis, senior scientist, TTCI

Figure 1 suspended IJ (top), supported IJ (bottom).


most of the impact energy is likely to be transferred to the ballast through the ties. This may increase the rate of ballast degradation.

Design improvementsPrototypes of next-generation IJs are being tested in revenue service with the following design improvements:

IJ system: IJs work as a system with other track components. For example, if a track’s foundation is degraded, an IJ may not perform properly. Therefore, sometimes wood-tie panels are installed in concrete tie track whenever new IJs need to be installed. It provides the advantage of reduced installation time and lower impacts from wheels. The wood-tie panel has multiple design

features, such as wider ties, multi-tie plates and 48-inch-long joint bars.

Advanced materials: One IJ failure mode called “pull apart” is caused by

Figure 2 is an insulated joint system, IJ with multiple design features.

TTCI R&D


adhesive failure. Advanced adhesive materials are being used to address this failure mode. Even though most structural adhesives lose strength when subjected to temperatures in excess of room temperature, in this test, some commercially available adhesives have shown to maintain strength during a wide range of tem-perature changes. Also, after treating the surface of the steel rail with an aminosilane, the bond has increased between the steel and adhesive.

Long angle cut: The main feature of this design is the full-section angle (i.e., non-90 degree) transverse cut through the rail. As Figure 3 shows, the rail is bent twice to provide enough web support under the railhead. The angle of the cut is very small with respect to the centerline of the track; whereas, a conventional butt joint has a 90-degree cut with respect to the centerline of the track. The small angle cut allows for smooth transitions of wheels from one rail to the other. This joint virtually eliminates rail running surface related wheel impacts.3 It also provides higher resistance to longitudinal forces that are caused by adding a third surface of epoxy impregnated fiberglass insulator between the two rails.

Keyed joint: A keyed joint eliminates the use of adhesives as structural components. The load is transferred from one rail to the other through partially-embedded keys in the rails and the joint bars. The keyed joint is capable of resisting twice the design load of a conventional IJ. Because adhesives are used as fillers, the strength of the IJ is

Figure 3, top, shows the impact test results; middle, shows a long angle cut joint in test; bottom, illustrates a top view of the joint, showing two bends in each rail.

Figure 4, bottom, shows load transfer in IJ lab test results (left), the keyed joint concept (center) and an inside view of disassembled joint (right).

TTCI R&D


not affected by environmental factors that affect the adhesive.

The size and number of keys can be varied to provide the shear capacity required for a given service environment. Keys are press fitted in the joint bars. Figure 4 shows the keyed IJ concept.

Center Liner™: In addition to having an insulator the length of the joint bar, the Center Liner has a stiffer insulator located in the center of the joint bar. This additional insulator stiffens the joint, reducing the stresses in the adhesives. As mentioned earlier, this is the area where adhesive debonding mainly occurs. Figure 5 shows various components.

Test zones and resultsEighty-two IJs of next-generation designs have been installed in the following subdivisions:

Subdivision 1: This route operates unit coal trains at 45 mph. The main

track consists of concrete ties; however, for this test, IJs on wood-tie panels were installed. The panels have three 11-inch-wide ties installed directly under the joint. The panels provide additional track damping with a footprint similar to concrete ties. Other features are 48-inch-long joint bars and three-tie plates. The

joint bar length provides a larger surface area, which increases the capacity of IJs to resist longitudinal load due to thermal changes. The increase in capacity of a 48-inch-long joint bar is 25 percent higher than a 36-inch-long joint bar. Tests have shown that bending stresses in the longer joint bars are lower than

Figure 5 illustrates center liner joint design details and a center liner joint in track.


in the shorter joint bars when subjected to same wheel loads. Tests have also shown that the wider ties reduce the ballast degradation under the joint.

Fifteen IJs have been installed at this site as a system. Fourteen have accumulated 700 mgt and one was removed after 600 mgt.

Subdivision 2: Traffic in this route consists of intermodal and mixed freight. Train speeds are 60 mph and the track consists of mainly wood ties. Thirty-one IJs are being tested, which includes Center Liners, long angle cut joint and keyed joints.

Three Center Liner joints have been removed either because of rail relay or because of cracked/broken joint bars. The long angle cut joints have experienced some metal flow and have been ground a few times. No significant degradation in keyed joints has been observed.

Subdivision 3: This route carries unit coal trains in mainly concrete tie track. Twenty-eight prototype IJs from different vendors are installed. Most are long angle cut and 48-inch-long joint bars. All joints have been installed as supported. Both low and high frequency bending strain data is being collected. The low frequency data will be used to understand the foundation degradation. The high frequency data of supported joints has been used for direct comparison of bending strain of suspended joints installed in revenue service elsewhere. Measured preliminary data shows that bending strain in these supported joint bars is significantly lower than in suspended IJs.

Subdivision 4: Prototype IJs in this route have 48-inch-long joint bars and were assembled with advanced materials. The prototypes were installed in pairs with conventional joints for comparison at four different locations. Rail and joint bar glued surfaces were treated with three-aminopropyltriethoxy-silane. Laboratory tests have shown that this treatment should increase the bond between adhesive and steel. One prototype joint was removed because of a cracked bar. The second one was removed because of rail relaying. The remaining two prototype joints have accumulated 500 mgt to date.

Subdivision 5: Four keyed prototype IJs are in test at this location. The keyed joint has only two keys on each rail. Standard rail sections are used instead of thick web sections, which were used in an earlier design. The joint bar is thicker than the conventional IJ joint to accommodate metal removal at key locations. Yearly tonnage on this route is 50 mgt. Accumulated tonnage at this location is about 100 mgt.

FutureTTCI will continue evaluating the performance of these prototypes for one full life cycle. Economic analysis will be conducted after the end of the test.

References1. Davis, D., Collard, D. and Guillen, D. May 2004. “Bonded Insulated Joint Performance In Mainline Track.” Technology Digest TD 04-006. Association of American Railroads, Transportation Technology Center, Inc., Pueblo, Colo.2. Dingqing, L., et al. December 2006. “Measurement of Load Environment and Performance of Insulated Joints at Western Mega Site.” Technology Digest TD 06-028. Association of American Railroads, Transportation Technology Center, Inc., Pueblo, Colo.3. Davis, D. and Akhtar, M. March 2010. “Prototype Next Generation Insulated Joints.” Technology Digest TD 10-009. Association of American Railroads, Transportation Technology Center, Inc., Pueblo, Colo.


Small

Sometimes the biggest jobs require the smallest equipment.

Comfort, safety and efficiency are three top trends when it comes to hand-held tools for the railroad. Railroads and suppliers alike want the job done quickly, safely and with

no injury or strain to the handler’s body. Suppliers are offering ergonomic designs, packed with strength and power in 2012.

amsted RPSAmsted RPS manufactures a wide range of fastening solutions for heavy-haul and passenger railroads around the globe, including rail anchors, resilient fastening systems for concrete ties and direct fasteners for slab track applications.

“We have expanded our line of hand tools to support our growing product portfolio with a focus on the safety and productivity for our customers,” said John Stout, director of sales. “Our tools are designed to be lightweight, with most weighing less than 25 pounds but rugged enough to withstand the demanding railroad environment. For example, our E-Z Wrench is designed to make hand installation of our Spring Rail Anchors ergonomic and efficient by using a spring-loaded head to snap on the anchor with minimal effort by the worker.”

Amsted RPS supplies both pull-on and removal tools for resilient clips, including the U2000, 6030LR and all Safelok-style clips, including long reach versions.

“We want to make it easy for our customers to install and maintain track using our products to ensure consistent application and clip performance, giving the railroads a solid return on their infrastructure investment,” Stout explained.

In addition to its standard line of hand tools, Amsted RPS also develops custom designs to meet the unique needs of

its customers. Each new design is rigorously tested in the company’s lab in Atchison, Kan., followed by field trials to reach an optimum combination of performance and durability.

CembreCembre Inc. says it has developed the industry’s first-ever automatic rail saw, which is named the Robokatta.

“Safety has always been the main focus behind the design of all Cembre products,” noted Chris Drew, vice president of sales. “The Robokatta is an industry first, endorsing Cembre’s commitment to safety. The revolutionary concept has surpassed engineering and design, as this was thought not to be possible within the rail industry.”

According to Cembre, rail cutting no longer requires the operator to be subjected to vibrations, harmful dust, sparks, exhaust fumes and physical fatigue.

Hougen For Trak-Star®, a division of Hougen Manufacturing, business has been strong in 2012 and is looking strong for 2013, as well. As for new opportunities, the company is seeing significant growth from contractors and construction companies looking to expand their business model into railroad construction.

Trak-Star has developed a gas impact wrench and an electric bonding/transducer drill for its maintenance-of-way line. The Gas Impact Model GW12 is lightweight at 39.6 pounds and has a torque range of 406-1250ft./lbs. The Electric Bonding Drill BD17 is also lightweight and portable, will run off an inverter or generator and with the transducer drilling

Stanley Hydraulic’s SPL31 Spike Puller.

but handy tools

by Jennifer Nunez, assistant editor


small but handy tools

attachment, allows for precise drilling height from the crown of the rail down for transducer and sensor installation.

“Each and every product that Trak-Star introduces has been thoroughly tested in the field with safety as the primary driving force,” explained Brian Buys, technical sales representative. “Comments and suggestions from the field regarding safety, ergonomics and performance are evaluated and incorporated into the final product.”

modern Track machineryModern Track Machinery, Inc. (MTM), just received its new portable gasoline tamper. The self-contained tamping unit is portable and self-powered, with an incorporated two-stroke engine for precise, efficient and quality tamping with minimum ballast deformation.

“This tool was ergonomically-designed with an exclusive vibration dampening system to protect the operator,” explained Al Reynolds, general sales manager. “As an option, we have a small trolley to transport the tamper on the rail or over ground.”

For MTM, business in 2012 has been good, as for 2013, “it is a little early to tell,” he noted. “I feel there are some variables out there that can affect business in ‘13.”

PortaCoPortaCo, Inc., builds and supplies a large variety of standard and custom-designed hydraulically-operated hand-held tools for maintenance-of-way users.

The company’s Bear Track, a

self-propelled power unit, has been redesigned so power units can be changed quickly and easily. The Bear Track has a 1,400-pound payload capacity, with 15-inch track and 80 percent gradability. Driving controls are located at the end of a spring-loaded extension arm, this has been designed so the operator has full vision around the Bear Track, making it safer, said PortaCo.

PortaCo also offers its tie drill. The drill’s ergonomic design provides operator comfort and comes with an optional depth gauge kit and a standard two-year warranty.

The company says its torque-operated lag driver’s stand-up design provides for safe operator posture. Torque is set to customer specifications up to 700 pounds.

“We hold safety and ergonomics as the first category when considering new designs,” said Tim Wilson, president. “We also must be concerned with

productivity, longevity and cost savings for our customers.”

Wilson gives rail maintenance in the form of thermite welding as one example of how PortaCo and thermite welding suppliers have used innovative ideas to equate to great cost savings for customers.

“Another interest of PortaCo is to improve our fuel economy of powerpacks and help to control spark on applicable tools. We continue to use the earth as an ally to save our green planet,” said Wilson.

Racine Railroad ProductsRacine Railroad Products, Inc., is looking forward to an increase in sales for 2013 based on improvements to its product line.

“We are continuing to evaluate weight reductions in the product line and evaluating ways to simplify the operation of the tools to reduce the risk of injury,” explained Stephen Birkholz, president. “Our business has been growing, as

Hougen’s Gas Impact Model GW12 wrench in action.



we have increased inventory levels to accommodate next-day shipment of the hand-held-tool product line.”

Racine has a new turn around feature added to its hydraulic saw that eliminates the need to remove the saw from the rail clamp when cutting with an abrasive wheel. According to the company, its new Spike Driver introduced to the marketplace for 2012 performs efficiently, especially with hardwood tie applications.

“Our entire hand-held-tool product line is presently under evaluation for ergonomic and productive improvements based on customer feedback,” noted Birkholz. “Improvements have been made to rail cutter and abrasive wheel performance to reduce customer operating costs.”

As of late November 2012, the company moved to a new location in the Racine, Wis., area, with twice the square footage on 19 acres. The building was renovated to accommodate the company’s product line of small tools and large ride-on equipment.

“This new facility will allow us to grow the business, expand the product line and continue to improve the quality of our product for our customers,” Birkholz said.

Cembre’s Robokatta automatic rail saw.



Railtech matweldRailtech Matweld, Inc., has developed and introduced its new Spike Puller to the industry. The Spike Puller has an integrated internal two-speed design that ensures operators grasp the spike with a slow set-up-speed, avoiding the jerking motion common with spike pullers.

“We reduced the weight by 25 percent, which operators will truly appreciate, as well as incorporated a safety trigger to avoid accidental activation of the tool,” noted Alex Hellkamp, sales manager. “These improvements have been customer driven with a keen eye on safety, quality, cost and the ever-important support after the sale. All of these are essential considerations when designing tools and equipment for the railroad industry.”

With the industry losing so much seasoned talent to retirement, customers and suppliers will need to continue more than ever to communicate safety, training and product support.

Hellkamp noted, “Our team’s knowledge and experience in the industry supporting our products and the railroads is an important factor we believe our customers appreciate and has an extra added value.”

RailquipFor more than 30 years, Railquip, Inc., has been supplying the industry with tools, machinery and equipment for the support of rail and transit operations in North America.

Its tools and assemblies used in re-railing operations have been around for decades.

Amsted RPS’ Manipulator Tool in use on Union Pacific in California.

“Basically, re-railing is performed using a set of components, assembled by hand in the field to accommodate a particular derailment circumstance,” explained Paul Wojcik, director of sales. “Consisting of a hydraulic power unit (pump and reservoir), hoses, a hand-operated control desk, various hydraulic lifting and displacing jacks, a roller carriage and a re-railing bridge spanning the track, the re-railing assembly is typically set up in just a few minutes.”

The equipment is manufactured with heavy-duty, lightweight aluminum alloy, providing safety for the operators together with the capabilities required to perform re-railing operations. In response to requests from operators to reduce the weight of the hydraulic hoses used with the system, Railquip engineers developed ultra-light hoses that can withstand the hydraulic pressures of the re-railing



ROBEL’s 34.02 Clipping Machine.



system, but are very resistant to the harsh and abrasive field conditions of use.

The hydraulic pump unit is available in a two-component configuration, allowing breakdown for transportability. Further improvements include the introduction of special compartmented steel containers, which are transported on a hi-rail-equipped trailer. The containers, available in two sizes, are heavy-duty welded steel construction, designed to both protect the re-railing equipment from the elements and secure it against theft.

“These days, rail operators seem to be taking better care of their rail systems through improved maintenance programs,” noted Wojcik. “However, derailments are inevitable and can be quickly and safely corrected with the use of Railquip, Inc.’s Portable Hydraulic Rerailing systems.”

ROBEl “The modification and indeed improvement of existing machines is a constant process for our company,” noted Wolfgang Fally, the sales and marketing director at ROBEL Bahnbaumaschinen GmbH in Germany. “We are always on the lookout for technological improvements; we listen to customer feedback and include sensible suggestions in the modification of our machines.”

ROBEL recently introduced its 34.02 Clipping Machine. At this year’s InnoTrans in Berlin, Germany, ROBEL showed its 34.02 Clipping Machine with a gas engine and Fastclip work module, along with the e-Clip module and an electric motor. These basic components are representative of a wider range of different power packs and work modules. ROBEL says the patented tool that allows for quick and simple changing between the work processes for applying and removing Fastclips without the use of additional tools has been retained. A powerful and precise hydraulic system is also still part of the machine, varying

Modern Track Machinery’s portable gasoline tamper.



in degrees with regard to which work module is used.“Any 34.02 Clipping Machine consists of three basic

components: work module, transverse traveling gear and power pack. These add up to a machine suited for any work task,” explained Fally. “As each of the various work modules and different energy units weighs around 70 kilograms (154 pounds), they can be transported more easily than conventional clipping machines with masses from about 140 kilograms (308 pounds) up to about 200 kilograms (440 pounds). In addition, the power packs have been designed for easy stackability. The transverse traveling gear can easily be separated from the work module, so that three compact elements are left to be stowed

using as little space as possible.”The 34.02 Clipping Machine has a gas power pack with an

air-cooled four-stroke engine Honda GX200 with 4.1 kW at 3,600 rpm in combination with a Fastclip work module and one for e-Clips. The engine has been encapsulated to reduce the level of noise considerably. An electric motor with 400V, 50 Hz and 4 kW at 2,800 rpm is also available.

“Our hand-held tools have performed very successfully in the market in the past two years, both in market demands and the number of units sold,” said Fally. “We have been able to expand in traditionally strong markets, but have been able to develop new markets for our products, both in Europe and abroad.”

Stanley Hydraulic ToolsBusiness has remained fairly consistent this year for Stanly Hydraulic Tools, with a strong push from maintenance-of-way spending, as well as some strong support from contractors and transit agencies.

“We have seen a strong demand in relation to track maintenance efficiency and keeping up with the maintenance of higher weight and traffic speed,” explained Anthony Saraceno, product manager for railroad tools.

Stanley just launched its new SPL31 lightweight spike puller. The SPL31 is 34 percent lighter than its previous spike puller, has an automatic cycle for decreased kickback and improved ergonomics with Stanley’s ergo-handle and side-carry handle, while still maintaining the company’s best-in-class pulling force of 16,647 pounds.

“Safety is the number one factor along with productivity that we look at when we are making decision in relation to redesigning or developing a product at Stanley Hydraulics,” noted Saraceno. “As you can see with the SPL31, we took a strong look at ergonomics and ease of use for our customers by addressing weight and kickback improvements with our new automatic cycle. For example, by removing 34 percent of the weight, we’re able to decrease worker demand 32 percent, based on the NIOSH lifting equation. That’s a very noticeable statistic when you are the person using the tool every day.”

Railquip’s Portable Hydraulic Rerailing system working to bring a freight car back onto the rails.


T he wheel/rail interface is a multifaceted system where our collective industry knowledge is continuously evolving and improvements are prevalent at an ever-

increasing pace. The questions that arise around this topic are vast and complex when evaluating new technologies and even when assessing minor changes to the tried and true. These systems are intricate and often times not straight forward in cause versus effect. The wheel/rail interface is a matrix of variables, where most all have some influence on the other, even when that influence does not appear obvious. Here are the top five topics to consider when evaluating the larger subject that is wheel/rail.

Wheel and rail profileProfile of the wheel and rail is the clear parameter that should be addressed as a system for many obvious and some not so obvious reasons. Mismatched profiles can cause high-speed instability, excessive lateral forces, flange climb potential and/or excessive wear, depending on the nature of the mismatch. Conformal profiles can cause a version of two-point contact that is detrimental to performance and possibly a safety risk when combined with improper lubrication, poor vehicle steer-ing or inappropriate operations scenarios.

When the North American industry first started to evalu-ate Truck Performance Detectors (TPDs) in the late 1990s, one of the driving factors found to solicit poor steering per-formance and excessive lateral loading was hollow wheel profile. The TPD found more vehicles with hollow tread than any other defect. In many cases, the hollow wheeled vehicles

showed signs of a bias in turning direction and exhibited relatively high Angle of Attack (AoA) and lateral/vertical force ratios (L/V). It is often difficult to determine the root cause of hollow tread in various circumstances, as it will not be clear if the wheel hollow is the root cause of the problem or if that condition is merely a symptom of a different system malfunc-tion. However, it was found in most cases that the hollow worn wheel was a symptom and then exacerbated the poor vehicle performance; which in turn, promoted further wheel hollowing. In any case, the correct wheel/rail profile (both new and worn) should be a primary concern and the selec-tion of those profiles should be supported by modeling and on-track testing when available.

Material selectionMaterial selection is an issue that has bitten us as an indus-try on many systems around the world. Simply producing harder wheels or rails to prevent wear or maintenance has proven not to be the answer to our problems. Take a look at what happened in the UK when harder rails were intro-duced prior to the Hatfield accident. Those harder rails were just hard enough to develop gauge corner cracking, which we had very little knowledge of prior to the 2000 incident and catastrophe reared its ugly head.

On October 17, 2000, an intercity passenger train trav-eling at 188 kmh (116.8 mph) derailed due to a broken rail near Hatfield on Britain’s East Coast mainline. The rail broke into multiple small pieces as a result of gauge corner cracking (GCC) or head checking, which is a form

When evaluating the contact point between wheel and rail, the profiles of those elements, along with the materials they are made of, friction management, suspension systems and the condition of the track should all be assessed.

Figure 1, uncommon and improper running bands on wheel with worn flange.

Wheel/Rail inteRface

Top 5 Topicsby Ryan S. McWilliams, contributing editor


wheel/rail interface

of rolling contact fatigue (RCF). The discovery of network-wide GCC led to the near paralysis of Britain’s railway during the winter of 2001, while rails were replaced across the entire net-work. However, it wasn’t the rail hard-ness that was the sole culprit. Those GCC’s are a result of many different parameters that all play a role in deter-mining the contact patch pressure and shear force. Parameters, such as wheel load, suspension stiffness, wheel and rail surface condition, track stiffness, speed, cant and others, all contribute to the condition.

From that investigation, a “Shake-down Diagram” was developed, which shows the relationship between the con-tact conditions and the material prop-erties of the rail. Furthermore, if we would have known that maintenance practices (primarily grinding that was nonexistent at the time) could have kept up with the initial surface damage, this situation would have been avoided all together. The idea of harder rail to pre-vent wear and maintenance was full of good intentions but the details of the situation bit us from behind.

Friction managementFriction management (historically known as lubrication) is another criti-cal component that is complex but very beneficial when applied correctly.

Traditional lubricants and the oper-ations of both wayside and on-board lubricators have come a long way in the past 10 years. Our understanding of the third body layer between the wheel and rail has also advanced tremendously. We now have friction modifiers, which are far more effective at targeting the cor-rect friction level, they are more forgiv-ing to operational inconsistencies and they carry amazing distances, which

makes for a very encouraging financial picture. There have been trials of vari-ous systems both on board and wayside that have led to a better understand-ing of the primary drivers of friction control, while proving cause and effect. While inexpensive (more traditional) lubricants can drastically improve wear and reduce energy consumption when applied to the gauge corner (primarily on the high rail of a curve), the appli-cation of such material is critical so as to not allow migration to the top-of-rail (TOR). Additionally, more recently introduced TOR friction modifiers have proven that they can even improve brak-ing distances under certain conditions and they are much more forgiving when it comes to application rates and opera-tional inconsistencies. The friction levels of μ=0.1 to 0.2 for the gauge corner and μ-0.3 to 0.35 for the top-of-rail are the current industry targets. Keep in mind that recent studies have shown that a major portion of the wayside applied material is picked up and carried by the wheel. This means that both the wheels and the rail must have a friction mate-rial “conditioning” to get the full benefit of a friction management system. When well applied, a proper friction manage-ment program can save millions in both fuel and wheel/rail wear.

Suspension systemsSuspension systems are an extremely varied topic when it comes to the dif-ference between passenger and freight vehicles. In both worlds (passen-ger and freight), energy gains by hav-

ing properly steering trucks/bogies can be very significant. Skewed or warped trucks cause excessive wheel/rail wear and require more energy to be pulled down the track. This often translates into serious money. There are also safe-ty risks to such circumstances where poor performing suspension systems can be major contributors to flange climb derailments (Nadal limits of L/V versus AoA) or excessive lateral forces that can cause rail roll over events on weak track.

Passenger bogies usually perform much more consistently than freight trucks due to their more linear compo-nent responses, better tolerance parts and less steel-on-steel friction charac-teristics, which vary greatly with wear. When addressing maintenance issues on freight trucks, there are a few areas that stand out, such as advanced suspension truck design, proper side bearing setup height, center bowl lubrication and even car body twist, which all play major roles in how well the wheel/rail interface performs over time. This is one of the many muddy pictures of the wheel/rail interface where track and mechanical departments butt heads on cause and effect. Modeling and real world test-ing should support each other to pro-vide knowledge and insight into the vast variations of response that are driven by the extreme real-world conditions which change drastically with wear, environ-ment and operational alterations.

Track conditionTrack condition plays a vital role in how the interface performs between the

Variables Affecting Safety & Performance of the Wheel/Rail Interface

Wheel Wheel Hardness Steering Forces Out of Round Nadal’s Limit

Contact Patch Flange Angle Temperature Compliance L/V Ratio

Thin Flange Warped Bogies Wheel Hollow Braking Speed

Axle Load Angle of Attack Material Properties Cost Rail Cant

Conformal Profile

2-Point Contact Safety & Performance

Track Curvature Super Elevation

Rolling Radius Energy High-Speed Stability 3rd Body Layer Maintenance

Operations Sheer Stress Wear Rate Grade Tractive Effort

Humidity Rail Profile GF Lubrication Track Gauge Leaf Fall

TOR Lubrication Gauge Restraint Grinding Rail Hardness Rail

Figure 2, left, shows magnification of RCF gauge corner cracking. Table 1 shows the many variables that affect the safety and performance fo the wheel/rail interface.


wheel/rail interface

wheel and rail. Detrimental track con-ditions, such as tight gauge can cause hunting and higher rolling resistance. Weak gauge restraint can cause a wide-gauge scenario and a lack of steering force, which also increases the drag of the vehicle, causing more fuel to be used. Many railways (both passenger and freight) have a specified super-elevation (cross level) in curves that is rooted in history but does not match the current operations and speed of the train in specific locations. This speed/super-elevation disconnect often causes increased flange wear, gauge corner wear and additional rolling resistance. All of these conditions then lead to a degradation of wheel/rail profile, which brings us back to issue number one. Additionally, if other track geometry parameters such as gauge, cant, verti-cal and lateral alignment and/or cur-vature is not satisfactory, the vehicles that exhibit poor performance, such as warping or high lateral forces, can cause further degradation, which then

promotes excessive wear and we get back to the same position, yet again.

We cannot discuss wheel/rail without addressing rail grinding or rail milling. The fact that GCC can be controlled by a proper grinding program is only part of the equation while the other component is to address rail profile and the grinding interval. At present, this critical maintenance task is a bit of an art and a science rolled into one large and very complex topic. The experts in this field are doing a phenomenal job by advancing the state-of-the-art in many categories. The industry is cur-rently working on multiple advance-ments, such as equipment, to deter-mine the depth and frequency of GCC to ensure that the correct amount of surface material is removed. The goal is to remove no more and no less mate-rial than is absolutely necessary. We are targeting the “magic wear rate” where the correct grinding interval ensures that the correct profiles are obtained and the removal of the surface damage

is ever so precise. The bottom line states that working

in unison to promote proper organiza-tional interaction at the wheel/rail inter-face ensures easier and more efficient operations for both track and vehicle departments to do their job. It is a sys-tem of tradeoffs and tough decisions that must be made every day. However, with knowledgeable management, inter-departmental cooperation and boots-on-the-ground guidance and support, the system is manageable and can perform at extremely efficient levels.

One last item to address: Even though the list here could be cata-logued as the top five subjects for consideration, we also know that the railway is a very large and very com-plex system. There are real world chal-lenges, such as time and money, that prevent us from implementing some of the solutions that would seem straight forward on the surface. Anyone with experience in the industry will tell you that the more we learn, the more com-plex the problems become. One could also argue that either money or main-tenance could be listed as the number one issue of importance when speak-ing on the topic of wheel/rail. Oth-ers will argue that design or measure-ment and monitoring of the system are high on the list. One over-used but still exceptionally relevant quote is “you can’t manage what you can’t measure.” While all of these topics could easily fit into the top five; cost, design, monitor-ing and maintenance should be com-ponents within each and every one of the topics listed.

Design for the future, monitor the present and both cost and maintenance efforts will be manageable.

Figure 3, top, shows target friction values. Figure 4, bottom left, shows the side bearing of a three-piece freight truck. Figure 5 shows a visual track inspection behind the geometry car.


Message from the President

AREMA NEWS

The holiday season is here and I hope that all of you get the opportunity to spend some time with your families, friends and loved ones, both on and off the job. One of the things that I love about our profession is the way that it affords us the opportunity to develop close relationships with a variety of people, often spread all across this continent and even overseas. As I have become older, I often find myself becoming a little reflective, particularly during the holidays and many times, I find myself thinking about people that I have worked with in the past and of the good times that we had together as we accomplished things, things that I am proud of as I look back. But as proud as I may be of some of those accomplishments, it seems that memories of the sheer enjoyment of working with those folks outweighs any accomplishments that we may have achieved together. We are fortunate to have a lot of great people involved in this industry and I know that each of you have colleagues that you have worked with in the past and are still working with and you treasure those relationships and enjoy every minute of your time with those people. Relationships like these are what make our industry truly special and a great place to work.

At this time of year, many of us think about charitable giving. If you are, I really hope that you will include the AREMA Educational Foundation in your plans. Its mission is to promote educational activities related to railway engineering, which means a lot to me, and I would think that it does to you, as well. The Foundation is a 501 (c)(3) organization recognized by the IRS and all gifts are tax deductible. Personal contributions, as well as corporate contributions, are welcome. Cash, checks, credit cards, securities and any other form of wealth that you can imagine are appreciated. In 2012, $62,000 was awarded in scholarships, but with your help we can smash this record and reach new heights in 2013.

While I’m on the topic of education, I would like to report that I was able to attend a meeting of the University of South Carolina student chapter. Like all of my student chapter visits, I was thrilled with their interest and enthusiasm. I would like to thank everyone there for their hospitality and courtesy, I had a wonderful time. You are a great group and we are so glad to have you on board.

Speaking of “on board”, I am so pleased to announce to you all that the tenth student chapter, the University of British Columbia, is now in place. I am so excited, because only a year ago, we only had five chapters. This growth is amazing and is a testament to the hard work of the people on Committee 24. Thanks to all of you for the great work that you are doing to make AREMA and this industry even better in the future.

I wish all of you a wonderful holiday season and a safe, healthy and prosperous year to come. Be careful out there.

Being charitable during the holdiays

By Jim Carter

Jim CarterAREMA President

2012-2013

Professional Development

SeminarS being helD in 2013

introduCtion to praCtiCal railway engineeringJanuary 14-16, 2013 Jacksonville, FL REGISTER NOW June 12-14, 2013 Calgary, AB, Canada

arema goes to australia with bridge inspection and Streambed erosion hazard recognition & Countermeasures for railroad embankments and bridges Seminar (SCOUr)

Bridge inspeCtion seminarMarch 11-13, 2013 Brisbane, Australia

March 18-20, 2013 Melbourne, Australia

As well as the popular one-day training seminar:

sCour March 14, 2013 Brisbane, Australia

March 21, 2013 Melbourne, Australia

traCk alignment design seminarJune 11-12, 2013 Denver, CO

For additional information please contact Desiree Knight at [email protected] or visit www.arema.org.


American Railway Engineering and Maintenance-of-Way Association

10003 Derekwood Lane, Suite 210, Lanham, MD 20706-4362

Phone: +1.301.459.3200 / Fax: +1.301.459.8077

www.arema.org

Fyi…AREMA would like to wish you and your family a very happy and safe holiday season!

railway interchange 2013, september 29-october 2, 2013 in indianapolis, in. Registration will open on January 2, 2013. www.railwayinterchange.org. To register for the AREMA 2013 Annual Conference, please visit www.arema.org on January 2, 2013. All AREMA badges will be honored for full access into the exhibition halls during operating hours.

interested in sponsorship for the AREMA 2013 Annual Conference being held as part of Railway Interchange 2013? Please contact Lisa Hall at [email protected] or +1.301.459.3200, ext. 705, for more information.

a r e m a e d u c a t i o n a l F o u n d a t i o n scholarship program is now accepting appl icat ions for 2013. P lease v is i t www.aremafoundation.org for a complete listing of available scholarships and to apply online. The application deadline is March 8, 2013.

Call for entries for the 2013 Dr. William W. Hay Award for Excellence. The selection process for the 15th W. W. Hay Award has begun. Entries must be submitted by May 31, 2013. Plese visit www.arema.org for more information.

arema 2014 annual Conference and exposition will be held in Chicago, il, september 28-october 1, 2014. Exhibit booth sales will begin May 1, 2013. Receive a 10% discount off your booth purchase between May 1 and October 11, 2013. Please contact Christy Thomas at [email protected] if you are interested in receiving more information.

arema’s official Facebook page Become a fan of the official AREMA Facebook Page and stay up-to-date on the most recent AREMA information.

put your Career on the right traCk with AREMA’s Railway Careers Network. Services are free and include confidential resume posting, job search and e-mail notification when jobs match your criteria. Visit careers.arema.org.

Jan. 17-18 Committee 24 - Education and Training Jacksonville, FL

Jan. 24-25 Committee 8 - Concrete Structures & Foundations New Orleans, LA

Jan. 29-30 Committee 15 - Steel Structures Galveston, TX

Jan. 31 Committee 9 - Seismic Design for Railway Structures Spring, TX

Feb. 11-12 Committee 1 - Roadway and Ballast Memphis, TN

Feb. 20-21 Committee 7 - Timber Structures San Diego, CA

2013 upcoming Committee meetings

not an arema memBer? Join today at www.arema.org

AREMA NEWS


Each month, AREMA features one of our committee chairmen. We are pleased to announce that the December featured chairman is Carl P. Belke, chair of Committee 18 - Light Density and Short Line Railways.arema: Why did you decide to choose a career in railway engineering?Belke: From my earliest recollections, I was always interested in freight trains. I wanted to know where they were coming from, where they were going and what they were carrying. Also, I grew up on a dairy farm and decided that it was too much like work. I wanted something more interesting and more fulfilling. As I grew older, I found myself becoming very interested in railroad bridges and started doing some self-study while in high school. arema: How did you get started?Belke: Upon entering college, I had decided that I could combine my love for railroading and my interest in bridges and educate myself along those lines. Long story short, I was accepted into the civil engineering program at Lafayette College, Easton, Pa. That turned out to be purely highway-related because railroads were thought to be dying out in the 1970s. Upon graduating Lafayette, I applied to 13 different U.S. railroads. Two, Norfolk and Western and Delaware and Hudson, answered with engineering job offers. I chose the D&H and became their assistant engineer, bridges and buildings, in Colonie, N.Y. arema: How did you get involved in AREMA and your committee?Belke: From my railroad engineering studies, I knew that AREMA was the authority on railroad engineering matters. After about five years, my employers switched my career track from engineering to operations and later, management in general. I kept trying to get back to engineering, but was always assigned operating and management positions in other areas. On joining my current employer, Western New York and Pennsylvania Railroad, I got back into engineering and have kept an involvement there, while assigned other duties. I had been a member of AREMA for many years, but had never participated, other than to attend the occasional seminar. In 2008, my friend Gene Davis contacted me about Committee 18 in search of more participation by shortline railroaders, so I joined. arema: Outside of your job and the hard work you put into AREMA, what are your hobbies?Belke: Outside of trying to keep up with my wife and family, my greatest interest is in my Reformed Baptist religion and service projects with my church in Flemington, N.J. I don’t think I have a hobby, so to speak, that I know of. I am an avid reader of religious books and fictional novels. arema: Tell us about your family.Belke: It’s large. I have the finest, most understanding wife, Lysanne, ever granted to any man. She has put up with my never being around for most of my railroad career, which has been very heavy on long-distance travel. All the while, she raised our seven children, six girls and a son, now ranging in ages between 22 and 39. Luke is the caboose and last in college at Randolph Macon in Ashland, Va. Our six daughters have blessed us with 11 grandchildren. Five families live in New Jersey, Pennsylvania,

Indiana, Kentucky and Texas. My youngest daughter is to be married next year and is a missionary to Aids orphans in Lusaka, Zambia, where she intends to spend the balance of her life. arema: If you could share one interesting fact about yourself with the readers of RT&S, what would it be? Belke: I have had an amazing career and have traveled around the world on railroad adventures. I never say “no” to opportunities and challenges that present themselves and it has paid off for me. arema: What is your biggest achievement?Belke: Saving the Delaware and Hudson Railway Company from extinction. I was at the right place at the right time in 1988 when the company was bankrupted by the Guilford Rail System. I worked for its federally-appointed trustee and by working together, we were able to bring it out of bankruptcy by a sale to Canadian Pacific in 1991. The company and its trackage exists today, continuing its claim as the nation’s oldest continuously-operated transportation company. arema: What advice would you give to someone who is trying to pursue a career in the railway industry?Belke: The future is bright with the industry entering another golden age. I have seen a complete turnabout from death and destruction to new life and growth breathed into the industry. It is the environmentally-friendly place to be and should offer excellent job opportunities for years to come. By all means, finish a college degree and take whatever starting position is available and expect long hours and hard work. If you do not advance rapidly, the problem is you.

Getting to know Carl P. Belke

Carl p. BelkeChair, Committee 18 - light Density and Short line railwaysPresident & COO Western nY & Pa railroad


reflections on a half Century of railway engineering and Some related Subjects© Railway Memoirs by William G. Byers, PE

2012 manual for railway engineering© There have been numerous updates to more than 5,000 pages of the Manual for Railway Engineering. The chapters are grouped into four general categories, each in a separate volume: • Track • Structures • Infrastructure & Passenger • Systems Management. The Manual is an annual publication, released every April. The Manual is available in four-volume loose-leaf format, CD-ROM, revision set (loose-leaf only) and individual chapters (loose-leaf format only).

arema bridge inspection handbook©

The AREMA Bridge Inspection Handbook provides a comprehensive source of information and criteria for bridge inspections for engineers engaged in the assessment of railway bridges. This handbook is published as a guide to establishing policies and practices relative to bridge inspection. It covers such topics as confined spaces, site conditions, loads & forces, nomenclature, bridge decks, timber, concrete & steel bridges, movable bridges, tunnel and culvert inspections, and emergency & post-earthquake inspections. Also included are many color photographed examples in several chapters, as well as a glossary in the back of the book.

2013 Communications & Signals manual of recommended Practices©

The Communications & Signals Manual is a manual of recommended practices written by AREMA technical committees in the interest of establishing uniformity, promoting safety or efficiency and economy. The Communications & Signals Manual of Recommended Practices is an annual publication released every October.

Practical guide to railway engineering©

This guide provides a comprehensive overview and understanding of the railway system. Whether you are new to the rail industry or a long-time contributor wanting to learn more, this bound book and CD-ROM offer in-depth coverage of railway fundamentals and serve as an excellent reference. (Also available in a CD-ROM version only.)

2012 Portfolio of Trackwork Plans©

The Portfolio of Trackwork Plans consists of plans and specifications that relate to the design, details, materials and workmanship for switches, frogs, turnouts and crossovers, crossings, rails and other special trackwork. This is a companion volume to the Manual for Railway Engineering.

arema Publications

To order any of the AREMA publications,

please visit www.arema.org or contact

Beth Caruso at +1.301.459.3200, ext. 701, or

[email protected].

CALL FOR NOMINATIONSNotice to all members of AREMA

The 2012-2013 Nominating Committee, under the chairmanship of immediate Past President Robert J. Verhelle, hereby solicits suggestions and recommendations of candidates to serve on the Functional Group Board of Directors of AREMA in the following positions:

All must be members of AREMA in good standing

(1) Senior Vice President – one-year term

Must be a current or past member of the AREMA Board of Directors and must be employed by a railway or transit company.

(2) Functional Group Vice Presidents – two-year term (Structures & Engineering Services)

Must be current or past members of the AREMA Board of Directors.

Nominating recommendation should be submitted via letter or fax and should include all documentation to substantiate the recommendation. This must be signed by the member making the recommendation.

Deadline for receipt of recommendations is January 31, 2013.

The Nominating Committee will consider all recommendations. Submission of a recommendation should not be construed as affirmative Committee action on that recommendation.

Please fax or mail to:

Robert J. VerhelleNominating Committee

ChairAREMA

10003 Derekwood Lane Suite 210

Lanham, MD 20706USA

FAX +1.301.459.8077

now aVailaBle

new puBliCation


PRODUCTS


Rail tamping armJK Rail Products, LLC, released its rail tamping arm. The arm is made of high-strength alloy material that has been heat treated with tungsten carbide wear pads brazed on. JK Rail Products has spent two years developing the arm and samples are currently being tested out in the field. Pre-orders are now being accepted. Phone: 608-753-2166.

Slip-on ice cleatsICEtrekkers released its Diamond GripTM shoe and boot ice cleats. Diamond Grip attaches dozens of case hardened, alloy steel grippers to the bottom of a shoe or boot. The six-pointed “diamond beads” are strung on steel aircraft cable and put hundreds of biting edges under the heel and the ball of the foot to grip ice, snow, rock or gravel. The cleats feature a rectangle of gripping beads under the ball of the foot and a triangle under the heel, attached with the steel rivets to a rubber sling that slips over the toe and heel of the boot or shoe. The gripper design is self-clearing, preventing any risk of icing up and losing traction. No straps or other attachments are needed. The company notes the cleats are comfortable to wear all day and last for years. The Diamond Grip model was designed so that only the steel links and traction beads contact the ground for high-durability. The rubber sling stays flexible at sub-zero temperatures and can be put on or taken off within seconds, while wearing gloves. Phone: 866-925-8729.

Impact socketsSnap-On Industrial added seven railroad track impact sockets to its existing product line. The sockets are used for the installation and removal of square head screw spikes, washer head lag screws, track nuts and bolts. The railroad impact sockets are manufactured with a special alloy steel, black oxide finish and come with the flank drive design for strength and durability. Single square nose turned socket 7/8-inch is used for 3/4-inch washer head lag screws; single square tapered nose socket 1-1/8-inch has a tapered nose to fit when clearance is an issue; drive deep frog bolt socket 2-3/16-inch is used for installation and removal of frog bolt nuts; double square tapered nose socket 1-7/16-inch is used on 7/8-inch track bolts; double square socket 1-5/8-inch is used on 1-inch track bolts; double square tapered nose socket 1-1/16-inch is used on 1-1/8-inch track bolts and double square tapered nose socket 1-13/16-inch is used on 1-1/8-inch track bolts. Phone: 877-740-1900.

Cab heater/defrosterVisionaire Inc. launched its line of specialty cab heaters for heavy-duty off-highway equipment. These ducted heaters are compact, have a powder-coated steel chassis and provide heat in a small package. The heaters utilize SPAL blowers and coolant hose connections can be made at the back or bottom of the heater. Three-speed blower motors enhance function and operator comfort. Defroster models are available with one to four 2-1/2-inch duct connections. Phone: 972-647-1056.


PRODUCTS

Track clearance scanning systemTrimble introduced the Trimble GEDO Scan System. The trolly system is lightweight, flexible and capable of measuring and documenting the clearance envelope for tunnels, station platforms and assets, such as signals, bridges and walls. Trimble says its GEDO Scan System provides accurate, as-built survey documentation and clearance information for railway track maintenance and modernization. The trolley system’s lightweight design is ideally suited for projects where the track is under traffic or the operator is working alone. With smooth data flow from the office to field, GEDO Scan Software provides enhanced processing for track clearance applications. The basic Trimble GEDO Scan System consists of the Trimble GEDO CE 2.0 Trolley System, Trimble TX5 3D Scanner, Trimble S8 Total Station, Trimble TSC3 Controller and the Trimble GEDO Scan Field and Office Software. The system is expected to be available in the first quarter of 2013. Phone: 800-874-6253.

Clipping machineROBEL introduced its 34.02 clipping machine with a gas engine and Fastclip work module, along with the e-Clip module. These three basic components are representative of a wider range of different power packs and work modules. A powerful and precise hydraulic system is also part of the machine, varying in degrees with regard to which work module is used. Phone: +49-8654-6090.

CALENDAR


JANUARY 20139-12. 2013 NRC Annual Conference & Exhibition. Loews Miami Beach Hotel. Miami Beach, Fla. Phone: 202-715-2919. E-mail: [email protected]. Website: www.nrcma.org.

13-17. Transportation Research Board 92nd Annual Meeting. Marriott Wardman Park, Omni Shoreham and Washington Hilton. Washington, D.C. Phone: 202-334-3504. Website: www.trb.org/AnnualMeeting2013/AnnualMeeting2013.aspx.

24-25. 9th Annual Southwestern Rail Conference. Dallas Union Station. Dallas, Texas. Contact: Bernie Rodriguez. Phone: 469-569-0136. E-mail: [email protected]. Website: http://texasrailadvocates.org/conference/.

FEBRUARY4-5. Railway Age/Parsons International Conference on Communications-Based Train Control. Washington Marriot. Washington, D.C. Contact: Jane Poterala. Phone: 212-620-7209. E-mail: [email protected]. Website: www.railwayage.com.

11-13. Railroad Track Construction Project Management. University of Wisconsin. Holiday Inn - In the Walt Disney World Resort. Lake Buena Vista, Fla. Contact: Dave Peterson. Phone: 800-462-0876. E-mail: [email protected]. Website: http://ctr.utk.edu/ttap/training/.

MARCH5-6. 18th Annual AAR Research Review. Pueblo Convention Center. Pueblo, Colo. Phone: 719-584-0544. E-mail: [email protected]. Webiste: http://www.regonline.com/18threview.

11-15. Railroad Track Inspection and Safety Standards. University of Tennessee. Chattanooga, Tenn. Contact: Dianna Webb. Phone: 865-974-5255. Fax: 765-974-3889.Website: http://www.ctr.utk.edu/ttap.

19-21. Railroad Track Design. University of Tennessee. Knoxville, Tenn. Contact: Dianna Webb. Phone: 865-974-5255. Fax: 765-974-3889. Website: http://www.ctr.utk.edu/ttap.

14. Railroad Day on Capitol Hill. Renaissance Washington D.C. Downtown Hotel. Washington, D.C. Contact: Kathy Cassidy. Phone: 202-585-3443. E-mail: [email protected]. Webiste: http://www.aslrra.org/meetings___seminars/Railroad_Day_on_Capitol_Hill/.

18-20. Introduction to Railroad Engineering and Operations. University of Wisconsin. Hilton Garden Inn-Chicago O’Hare Airport. Des Plains, Ill. Contact: Dave Peterson. Phone: 800-462-0876. E-mail: [email protected]. Website: http://ctr.utk.edu/ttap/training/.

SEPTEMBER29-OCT. 2. Railway Interchange 2013. Indianapolis, Ind. Website: www.railwayinterchange.org.


Ad IndexCompany Phone # Fax# e-mail address Page #

Airtec International Ltd. 0141 552 5591 ---- [email protected] 28AREMA Marketing Department 301-459-3200 301-459-8077 [email protected] Cover 3Auto Truck Group 816-412-2131 816-412-2191 [email protected] 12Balfour Beatty Rail, Inc. 888-250-5746 904-378-7298 [email protected] 24Ballast Tools Inc. 636-937-3326 636-937-3386 [email protected] 27, 32Brandt Road Rail Corporation 306-791-7533 306-525-1077 [email protected] 33Diversified Metal Fabricators Inc. 404-879-7885 404-875-4835 [email protected] 15Encore Rail Systems, Inc. 866-712-7622 303-922-6178 www.encorers.com 13GENSCO America, Inc. 416-465-7521 416-465-4489 [email protected] 11HiRAIL Corporation 800-274-7245 319-455-2914 [email protected] 25Holland Co. 708-672-2300 ext. 382 708-672-0119 [email protected] Cover 2Hougen Manufacturing, Inc. 866-245-3745 800-309-3299 [email protected] 7Koppers Inc 412-227-2739 412-227-2841 [email protected] 23L.B. Foster Co. - Friction Management 412-928-3506 412-928-3512 [email protected] 4Loram Maintenance of Way, Inc. 763-478-6014 763-478-2221 [email protected] 35North American Rail Products Inc. 604-946-7272 888-692-1150 [email protected] 9New York Air Brake 607-257-7000 607-257-2389 [email protected] 2NRC 202-715-2920 202-318-0867 [email protected] 17PortaCo, Inc. 218-236-0223 218-233-5281 [email protected] 28Progress Rail Services Corp. - Leasing 810-714-4626 810-714-4680 [email protected] 8Racine Railroad Products 262-637-9681 262-637-9069 [email protected] 31RAILCET 866-724-5238 217-522-6588 [email protected] 21Railtech Matweld, Inc. 419-599-3770 419-599-3630 [email protected] 29RailWorks Corp. 866-905-7245 952-469-1926 [email protected] 6Rail Construction Equipment Co. 866-472-4570 630-355-7173 [email protected] 14Railway Educational Bureau, The 402-346-4300 402-346-1783 [email protected] 46, 47SnakeTray® 631-674-0004 631-674-0010 [email protected] 11TÜV Rheinland Rail Sciences, Inc. 203-426-088 ext.169 203-426-4009 [email protected] 10Unitrac Railroad Materials, Inc. 412-298-0915 865-693-9162 [email protected] 30V & H Inc., Trucks 913-780-6526 913-780-0045 [email protected] 5voestalpine Nortrak Inc. 307-778-8700 307-778-8777 [email protected] Cover 4Western-Cullen-Hayes, Inc. 773-254-9600 773-254-1110 [email protected] 9

Reader Referral ServiceThis 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 SalesgEnERAL SALES OFFICEJonathan ChalonPublisher (212) 620-7224345 Hudson St. Fax: (212) 620-7224new York, nY 10014 [email protected]

CT, DE, DC, FL, gA, ME, MD, MA, nH, nJ, nY, nC, PA, RI, SC, VT, VA, WV, Canada - Quebec and East, OntarioMark Connolly (212) 620-7260 345 Hudson St. Fax: (212) 633-1863new York, nY 10014 [email protected]

AL, AR, In, KY, LA, MI, MS, OH, OK, Tn, TXEmily (Kalmus) Guill (312) 683-502120 South Clark Street Fax: (312) 683-0131Ste. 1910Chicago, IL 60603 [email protected]

AK, AZ, CA, CO, IA, ID, IL, KS, Mn, MO, MT, nE, nM, nD, nV, OR, SD, UT, WA, WI, WY, Canada - AB, BC, MB, SKHeather Disabato (312) 683-502620 South Clark Street Fax: (312) 683-0131Ste. 1910 Chicago, IL 60603 [email protected]

Responsible for advertisement sales in all parts of the world, except Italy, Italian-speaking Switzerland, Japan, and north America. See the contacts below for these areas. Donna EdwardsSuite K5 & K6The Priory +44-1444-416368Syresham gardens Fax: +44-1444-458185Haywards Heath, RH16 3LBUnited Kingdom [email protected]

Australia, Austria, China, germany, Hong Kong, India, Korea, netherlands, new Zealand, Russia, Scandinavia, South Africa, South America,Spain, Worldwide RecruitmentSteven BarnesSuite K5 &K6The Priory +44-1444-416375Syresham gardens Fax: +44-1444-458185Haywards Heath, RH16 3LBUnited Kingdom [email protected]

Africa, Britain, Eastern Europe, Far East, France, germany, all others.Louise CooperSuite K5 &K6The Priory +44-1444-416917Syresham gardens Fax: +44-1444-458185Haywards Heath, RH16 3LBUnited Kingdom [email protected]

Italy & Italian-speaking SwitzerlandDr. Fabio PotestaMedia Point & Communications SRLCorte LambruschiniCorso Buenos Aires 8 +39-10-570-4948V Piano, Int 9 Fax: +39-10-553-008816129 genoa, Italy [email protected]

JapanKatsuhiro IshiiAce Media Service, Inc.12-6 4-Chome, +81-3-5691-3335nishiiko, Adachi-Ku Fax: +81-3-5691-3336Tokyo 121-0824, Japan [email protected]

Classified, Professional & Employment Craig Wilson (212) 620-7211345 Hudson St. Fax: (212) 633-1325 new York, nY 10014 [email protected]

Professional Directory

WEED & BRUSH SPRAYING Specialized fleet of computer operated sprayers

Tree Trimming/Brush Cutting Line Clearance-Hazardous Trees-Whole tree chipping

POLE LINE REMOVAL A variety of on/off track removal equipment

Road Crossing Site Safety Maintenance Re-cut & Herbicide Programs

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RT&S Classified Section

Craig Wilson 212-620-7211

[email protected]

r r s TM

FOR SHIPPERS:Current services include distribution, crossdock, and side-track leasingStorage: four roofed areas with a total of 32,000SF, plus 10,000SF enclosed.Cross-dock: CSXT service for all car types, 286,000 pounds. Trackmobile switching.Distribution: Flat-bed services within a 300-mile radius by affiliate Ray’s Transportation, Inc.Side-tracking leasing: Up to 20 car spots.Located 55 Miles North of New York City.

FOR RAILROADS:Current services include distribution, tieplating, & recyclingRemoval, reuse, and disposal of track materials.New Track materials warehoused, repackaged, palletized, and delivered.Pre-plating of ties, and lease of proprietary tieplating machine.Located 55 Miles North of New York City.(CSX) Freight Railroad Served.

Contact: Diane StackhousePhone: 845-913-7040 ext. 103

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advertise todayClassified & Professional DirectoryRAILWAY TRACK AND STRUCTURESRAILWAY TRACK AND STRUCTURES


neW & useD eQuiPMent

5 kershaw tie cranes ...................................................lease/sale4 fairmont spikers ........................................................lease/sale Caboose Office .................................................................... sale1 burro model 40 w/magnet ........................................lease/sale3 kershaw 26 side entry regulators .............................lease/sale2 kershaw scarifers ....................................................lease/saleBox Car Office .............................................................lease/sale1 teleweld 32 burner rail htr self propelled with vibrator1 tr 10 tie inserter/remover wide cab .................................... sale1 2002 sterling Rotary dump truck with hy-rails & grapple ........................................................................lease/sale2 1995 ford rotary dump trucks with hy-rails & grapple 1995 white Volvo grapple truck w/hyrails & apprentice 120cgrapple ........................................................................lease/sale1 2001 freightliner 4 dr crew truck w/crane & hyrails2 pettibone 441 B speedswings with tote hook

NELSON SERVICES, INC.22615 120th Ave., Thief River Falls, MN 56701

Call 218-681-8002 • Fax 218-681-7111Email [email protected]

Check out other equipment for lease or sale at our website www.nelsonservices.com

Excellent Financing Available on All Units!

BROWN RAIL • ROAD EQUIPMENT, INC. (yard) (office) 5530 Dial Dr.,Granite City, IL 62040 4 Amersham Court, Glen Carbon, IL 62034

Phone: 618.797.5484 • Fax: 618-797-6076e-mail: [email protected] web site: www.brownrr.com

QTY MAKE DESCRIPTION ENGINE MODEL PRICE 1 Obear Rail Saw Diesel 26 Lease 1 Nordberg Tie Spacer Diesel TS Lease 1 Nordberg Spike Driver-Dual Diesel B $4,500 2 Geismar E Clip Applicator Gas AP21 $6,750 2 Cannon Undercutter Diesel G04 $38,500 1 Racine Anchor Applicator Diesel AF $11,500 8 Nordberg Tie Drill-Dual Gas KT $8,500 2 Racine Anchor Tite-Dual Diesel DAT $19,250 1 Racine Rail Vibrator-Dual Diesel DTV $24,500 1 Safetran Bolt Machine Gas C $6,500 4 Geismar Truck Jacks Diesel PUM $35,000 2 Shop Rail Pullers Gas D $6,500 170 Fairmont Motor Cars Gas All $2,500+

C

Brand new Western Star or Freightliner hi rail

Grapple trucks for sale or rent

Brand new Ford F350 hi rail pickups for sale or rent

(5) 2005 Ford F350 hi rail pickups for saleContact Andy Wiskerchen for Pricing

Omaha Track Equipment715-570-8885

[email protected]

Phone: 315-455-0100 • Fax: 315-455-6008 • Syracuse, NY • Please visit our website www.franktartaglia.com

Rotary Dump

Crew Cab Boom Truck

Est. 1910

Grapple Truck

Utility Pick up

Hirail Gradall w/opt. Brush Cutter

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Some things never change. Quality, Service, and Dependability. Since 1910.


Some things never change. Quality, Service, and Dependability. Since 1910.

Also: Hirail Boom Dump Trucks Hirail Mechanics Trucks

Hirail Section Trucks Hytracker for moving equipment

Hudson Ballast Cars DMF & Harsco parts, service and installation


HST Hydraulic Switch Tamper

www.nordco.comOak Creek, Wisconsin • Arcola, Illinois

S E R V I C E F R O M T H E G R O U N D U P ™

Quality Rebuilt MOW Machines, Expert Repair. Nordco, the leading designer and manufacturer of Maintenance-of-Way Machines, will rebuild your existing machine from the frame up, delivering like-new equipment. Rebuilt machines include: • CX Hammer • Grabber •Super Claw • Auto-Lift • Anchor Applicator • Snow Fighters • Regulators • TRIPP • Rail Cranes • Tampers. Nordco also offers rebuilt workhead assemblies, runningrepairs and an entire fleet of MOW equipment for sale or rental.

Call 217-268-4823 today for more information.

Rebuilt 6700 Workheads

Rebuilt Tamper Workheads

J.E.R. Overhaul is now Nordco

Nordco_Rebuild_Update8_11.qxd 8/25/11 9:11 AM Page 1


R. E. L. A. M. INC.E-Mail: [email protected]

Tel: 440-439-7088 Fax: 440-439-9399EQUIPMENT FOR SHORT OR LONG TERM LEASE

HARSCO TAMPERS6700S Switch & Production Tampers – 2010, 2009 & 2008 3300 Chase Tampers3000 Tampers w/Raise & Line or Chase Tampers 2008 - 20062400 Tampers w/Raise & Line, 900 Tampers w/Jacks

TIE INSERTERS/EXTRACTORSNordco Tripps – 2008 & 2007TR-10s & TKOs925 S/Ss and Standards

KNOX KERSHAW REGULATORS, KRIBBER/ADZERS, TIE CRANES & PLATE BROOMS

KBR-850, 875, 925 Ballast Regulators & Snow Fighters – 2009 & 2008KTC-1200 Tie Cranes – 2008, 2007 & 2006KKA-1000s Kribber/Adzers – 2009, 2008 & 2007KPB-200 Plate Brooms

NORDCO ANCHOR APPLICATORS, SPIKERS & GRABBERSModels E & F Anchor MachinesModels CX & S/S Spikers – 2008, 2007 & 2006Model SP2R Dual Grabbers – 2008, 2007 & 2006

RACINE DUAL ANCHOR SPREADERS, SQUEEZERS, TPIs, DUAL CLIP APPLICATORS, OTM RECLAIMERS AND ANCHOR APPLICATORSHI-RAIL CRANES & SPEEDSWINGS

Pettibone Model 445E Speedswings w/Multiple AttachmentsGeismar 360 Hi-Rail Excavators with Cold Air BlowersBadger 30 Ton Cranes

HI-RAIL ROTARY DUMPS, GRAPPLE TRUCKS & EXCAVATORSGradall XL3300 Series III w/Digging Buckets & Brush Cutter - 2008 Badger 1085R with Brush Cutter and Ditch Cleaning Bucket

Larry Schamber


eMPloyMent

eMPloyMent

Sales SpecialistProgress Rail Services Corporation, a Caterpillar Company and a leading provider of products and services to the Railroad industry in the US, Canada, Mexico, South America, Europe, and the United Kingdom has immediate opening for a Sales Specialist for inside sales of rail and track material. This is an entry level position which requires a college degree from an accredited college/university in Marketing or Business Related field.

Progress Rail Services Corporation maintains its headquarters in Albertville, AL. This position is located in PEARLAND, TEXAS area...between Houston and Galveston....and will initially be responsible for inside sales. Position will be in training for an outside sales position for a period of 1-2 years then will be required to relocate to a designated sales area in the U.S.

Equal Opportunity Employer – M/F/D/V Apply online at www.progressrail.com

Sales Account Executive – East CoastProgress Rail Services Corporation, a Caterpillar Company and a leading provider of signaling products and services to the Railroad industry in the United States...with operations in Asia, Africa, Canada, Mexico, South America and other glob-al locations, seeks a Sales Account Executive – East Coast (based in Kansas City, MO) for our Rail Welding Products & Services division. Will be responsible for developing and maintaining customer accounts primarily in the Eastern Region of the United States, including Class 1, Shortline Railroads and Railroad Contractors.Minimum of five years’ experience in related sales/market-ing...prefer sales experience in the rail-related industry...such as railroads, railroad contractors, and/or Transit Rail Systems. Bachelor’s degree in a related field of study preferred. Travel a minimum of 50%. Ability to effectively work independently/self-motivated. Excellent communication skills.


Sales Account Executive – West CoastProgress Rail Services Corporation, a Caterpillar Company and a leading provider of signaling products and services to the Railroad industry in the United States...with operations in Asia, Africa, Canada, Mexico, South America and other global locations, seeks a Sales Account Executive - West Coast (Can be based in California - Washington - Oregon areas) for our Rail Welding Products & Services division. Will be responsible for developing and maintaining customer accounts primarily in the Western Region of the United States, including Short-Line Railroads, Rail Transit agencies, State DOTs, and Contractors.

Minimum of three years’ experience in related sales/market-ing...prefer sales experience in the rail-related industry...such as railroads, railroad contractors, and/or Transit Rail Systems. Bachelor’s degree in a related field of study. Travel a minimum of 50%. Ability to effectively work independently/self-motivated. Excellent communication skills.


www.rtands.com & www.railwayage.com

Find your rail industry job opportunities at


WANTED: DEAD OR ALIVEHARSCO/JACKSON MODEL 6700, REBUILDABLE TAMPER CORES,

SMALL OR LARGE CAB. ALL CORES WILL BE CONSIDERED,

REGARDLESS OF CONDITION. COMPETITIVE PRICES, PAID PROMPTLY.

PLEASE SEND INQUIRIES TO:

ATTN: DOA, [email protected]

RT&S 1212

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