RT&S 1112

November 2012 | www.rtands.com

RAILWAY TRACK AND STRUCTURES

CSX’S Northwest Ohio terminal

Super-elevation and wheel forces

Switch stands, switch machinesKeeping everythingon track

PLUS

aNd aLSOaREMa News p.33

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

November 2012

Contents News

5 Industry Today 5 Supplier News

9 People

Columns

3 On Track The next four years

11 NRC Chairman’s Column Vinnie and Patsy

Special Report

32 Fall conferences report: AREMA and RTA hold two successful conferences

Features

18 Switch stands and switch machines

While technology advances design, reliability and safety are also impor-tant factors suppliers are including in their equipment.

24 Northwest Ohio terminal a success for CSX

Revamped work processes and innovative technology result in an intermodal terminal that sets the benchmark for the future.

28 Super-elevation and wheel forces

Elevation greater than design does not hold additional benefit, but what effect does it have on wheel forces?

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RAILWAY TRACK AND STRUCTURES

Nortrak HY-100 Automater trail-able yard switch machine. Photo courtesy voestal-pine Nortrak.

Story on page 18.

Departments14 TTCI R&D

33 ARemA News

39 Products

40 Calendar

41 Advertisers Index

41 Sales Representatives

42 Classified Advertising

43 Professional Directory

18

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Vol. 108, No. 11Print ISSN # 0033-9016, Digital ISSN # 2160-2514

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RAILWAY TRACK AND STRUCTURESOn Track

The next four years

B y the time you read this, we may have a new President, we may have a new party in power

of Congress and, depending on which side of the aisle your political beliefs fall, things are looking up or we’re staring into a possible abyss.

While some industry executives may be more comfortable with Gov. Romney for his experience running a successful corporation and assumed small-business-friendly attitude, other rail advocates may be drawn more to President Obama for his commitment to high-speed rail and leaving the Rail-road Retirement system alone. Don’t worry, I think the rail industry will fare just fine no matter who wins the elec-tion. It’s survived for more than 150 years and has thrived during the past 30 years; surely, the next four years will not ruin a century and a half of progress.

It’s none of my business who you supported with your vote, the impor-tant question is did you vote? If yes, thank you and now, what do you plan to do next? How will you continue to stay involved?

While it would be hard to unravel all the advancement the industry has expe-rienced, a lot of damage can be done in the five seconds it takes to sign a single piece of legislation. This is why staying politically involved in the industry is vital to its continued success.

Wick Moorman, chairman, presi-dent and chief executive officer of Norfolk Southern, addressed the Rail-way Tie Association’s annual con-ference on Wednesday, Oct. 24, and reminded attendees that the industry is under constant threat from Washing-ton. But, being an optimist, Moorman did state his belief that elected officials recognize rail’s contribution to solving the transportation crisis and do not want to see the industry revert back to pre-Stagger’s days when half the industry was bankrupt. He concluded his speech by saying, “If Washington

doesn’t get in the way, we’ll do great.”There are several ways you can make

sure this doesn’t happen. One of the most intense events anyone in the rail industry can participate in is Railroad Day on Capitol Hill, to be held March 14, 2013. When I say intense, I mean it’s a darn busy day and your feet will hurt by the end of it, but the organizers will have you fully prepared for all Hill appointments and, personally speaking, the sense of accomplishment at the end of the day makes up for a little bit of tenderness in the toes. While Railroad Day on the Hill is traditionally aimed at promoting shortline railroads, such as the 45g tax credit, other issues, such as keeping truck sizes capped, affect the larger rail industry.

Don’t have time to take a trip to Washington, D.C.? There are still plen-ty of ways to stay involved. Just writ-ing to your elected representatives can do wonders. The NRC, ASLRRA and AAR websites (just to name a few) all have ways to either look up your elected officials and/or send a direct message to those officials supporting a given action.

I’ve said it before and I’ll say it until I’m blue in the face, it is our responsi-bility to tell our story to Washington, no matter who sits in the Oval Office.

My October column titled, “PTC: A question of safety,” turned out to be a real pot stirrer. My thanks to all those readers who agreed and dis-agreed with me, but still took the time to e-mail, call and even stop in to the RT&S office to discuss the topic. I’m sure it won’t be the last column I write on the subject and I appreciate hearing from both sides of the issue.

Mischa Wanek-Libman, Editor


AECOM Technology Corporation was awarded a final design contract to assist the Denver Regional Transportation District in the first two segments of its North Metro Rail Line.

Bombardier Transportation won a contract from the Maryland Board of Public Works for the operations and maintenance of the Maryland Transit Administration’s MARC Train Camden and Brunswick lines.

CalAmp Corp. was awarded a contract to supply wireless communications devices for an interoperable Positive Train Control system for Metrolink.

Colo Railroad Builders’ Texas Division has worked 1,000 days injury free.

HDR Corporation, in a joint venture with VIA Architec-ture, has been selected by Metrolinx to provide pre-AFP design services for

110-mph demonstrated along the Chicago to St. Louis passenger route State and federal officials joined Amtrak and local leaders to celebrate the start of 110-mph rail service in Illinois. The Oct. 19 demon-stration of 110-mph speeds between Dwight and Pontiac on the Chicago-St. Louis rail corridor represents a historic step towards the establish-ment of a high-speed rail network that will secure Illi-nois’ position as the Mid-west’s transportation hub.

The 15-mile demon-stration segment show-cased major infrastructure improvements, state-of-the-art signaling and significant technological and safety advancements. Trains will start car-rying Amtrak riders at the higher speed between Dwight and Pontiac before Thanksgiving of this year. The 110-mph service is projected to be in place along nearly 75 percent of the Chicago-St. Louis corridor by 2015, reducing travel time by more than an hour.

The $2 billion project began in 2010 with The Illinois Department of Transportation (IDOT) and Union Pacific Track Renewal Train crews upgrading the route with the installation of new premium rail with concrete crossties and ballast; upgrades to bridg-es, improvements to culverts and drainage; signal and wayside equipment installations and upgrades and grade crossing improvements.

GE Transportation provided it’s Incremental Train Control System (ITCS), which continually monitors the condition of each crossing along the route and is a full-fea-tured, vital positive train control system with a display in the locomotive control cab.

“Investing in passenger rail means more options for the traveling public, new jobs and expanding economic opportunities for communities all along the Chicago to St. Louis cor-ridor,” said U.S. Transportation Secretary Ray LaHood. “With next generation rail equip-ment, new track structures and renovated and new rail stations, passengers will be able to enjoy faster travel times aboard a greater number of trains. Today’s achievement is just one more example of how rail investments are transforming communities across America.”

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INDUSTRY TODAY

Left to right: Gov. Pat Quinn, Sen. Dick Durbin, Secretary Ray La-Hood (hidden) and FRA Administrator Joe Szabo celebrate their demonstration train hitting 110-mph in Illinois.

INDUSTRY TODAY

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

SuppLier NewS

Norfolk Southern celebrated a milestone in the development of its Crescent Corri-dor with the opening of the Birmingham Regional Intermodal Facility in McCalla, Ala. The $97.5 million facility, located on a 316-acre site adjacent to the Jefferson Met-ropolitan Park, is a critical component of NS’ multi-state Crescent Corridor initia-tive to establish an efficient, high-capacity intermodal freight rail route between the

Gulf Coast and the Northeast. With the fa-cility’s opening, NS now offers the first in-termodal service from Birmingham to the Northeast and to Mexico.

“There is no other intermodal rail pub-lic-private project today that compares with the magnitude of the Crescent Corridor in terms of job creation or environmental benefits,” said Wick Moorman, NS’ CEO. “Because of its strategic location and the growing intermodal demands throughout the country, the Birmingham terminal will serve as a major gateway for truck-compet-itive freight moving between the South and Northeast and enable NS to launch new service from Birmingham to the Northeast and to Mexico.”

The Birmingham terminal is the second of four new Crescent Corridor terminals to open. The Memphis facility began opera-tions in July and the Birmingham regional facility’s sister terminal at Greencastle, Pa., is scheduled to open in January. Construc-tion began earlier this year for a new termi-nal in Charlotte, N.C. In addition, signifi-cant expansions of two existing intermodal terminals in Harrisburg are underway.

NS constructed the main administra-tive building to LEED Certification stan-dards. The facility also will use the latest in gate and terminal automation technol-ogy, which shortens the waiting time for trucks entering the terminal and improves truck driver productivity and air quality. Additionally, state-of-the-art low emission cranes and hostler tractors will operate within the terminal.

In other NS news, Timothy Drake, vice president engineering, retired Oct. 31. Michael Wheeler, formerly vice president transportation, has been named vice presi-dent engineering to succeed Drake and Terry Evans, formerly vice president pro-cess engineering, will follow Wheeler as vice president transportation.

“Tim Drake and his team, quite simply, have set the standard for safe, reliable rail infrastructure in this country,” said Moor-man. “We truly appreciate Tim’s contribu-tions and service. Terry and Mike bring a range of valuable experience to their posi-tions and will help lead the way as our ship-pers and receivers come to rely even more on the railroad industry as the backbone of the economy.”

NS opens Birmingham intermodal facility, Vp engineering retires

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the Eglinton-Yonge Light Rail Transit Interchange Station in Toronto.

Jacobs Engineering Group Inc. received a contract from the Washington State Department of Transportation to provide on-call engineering and operations services in support of the agency’s capital rail improvement program and other rail projects.

L.B. Foster Company said that it is changing the names of several of its subsidiary companies acquired from Portec Rail

INDUSTRY TODAY


SuppLier NewS

CSX Corporation has reached the midway point of progress on the first phase of projects for the National Gateway.

The National Gateway is an $850 million public-private partnership launched in 2008 to alleviate freight bottlenecks in the Midwest by creating a double-stack cleared corridor for intermodal rail shipments between the Midwest and the mid-Atlantic ports.

The celebration took place at South-Side Works in Pittsburgh, Pa., where the $13 million J&L Tunnel project will soon become the latest Phase One project to increase the vertical clearance on CSX rail lines to accommodate double-stack inter-modal containers. Phase One creates dou-ble-stack access between CSX’s intermodal terminal in Northwest Ohio (see story on page 24) and its new modern intermodal terminal in Chambersburg, Pa., is sched-uled to be completed by spring 2013 and will enable more freight to move through the region on the same number of trains.

The J&L Tunnel clearance project, an

upgrade to a tunnel built in the 1880s that runs directly through the SouthSide Works complex, will help alleviate pressure on regional highways and lower the cost of doing business in the Pittsburgh region by improving access to intermodal freight shipping options.

The J&L Tunnel upgrade and other National Gateway projects are funded through contributions by CSX and the fed-eral government, as well as a $35 million Pennsylvania Transportation Assistance Program Grant. The state of Ohio is also contributing $30 million to this first phase of clearance work.

“We are proud that we have been able to work with our partners in the federal and state government, communities and the pri-vate sector to invest in strategic transportation infrastructure that will alleviate highway con-gestion and enable our customers to better leverage rail, the most environmentally friend-ly way to ship goods over land,” said Michael Ward, chairman, president and CEO.

CSX reaches phase One midway point of National Gateway

Products, Inc., to L.B. Foster Rail Technologies.

National Salvage and Service Corporation and TASKpro entered into a long-term agreement to research, develop and implement supplemental treatments for crossties by utilizing TASKpro’s xxxtraBOR Wood Treatment System to maximize service life.

Southeastern Council of Governments in Michigan awarded Parsons Brinckerhoff a contract to perform an alternatives analysis for the Woodward Avenue rapid transit project in Detroit.

INDUSTRY TODAY


The Canadian province of Saskatchewan opened its 13th shortline railroad, the Long Creek Railroad (LCRR), on Oct. 2.

The government of Saskatchewan provid-ed LCRR with a CA$800,000 (US$810,800) interest-free loan to assist in purchasing the 66 kilometers (41 miles) of rail line from Ca-nadian Pacific. The province has supported the purchase of shortline railways by com-munity groups, local stakeholders and local governments in the past, by offering loans and advice.

The Ministry of Highways and Infra-structure provides assistance to shortline rail through a variety of cost-shared pro-grams that include grants for feasibility studies and safety initiatives. The ministry has also provided loan assistance toward the purchase of existing track when sup-ported by a viable business plan.

With the opening of LCRR, Saskatchewan has 13 shortlines and more than 2,000 km (1,200 miles) of provincially-regulated track.

Moving from Canada to the United

States, 12 miles of inactive railroad running through the city of Kokomo to Tipton, Ind., will soon be reopened to rail freight traffic by early 2014.

Kokomo Grain, US Rail (USR) and Norfolk Southern railroads are partnering on a railroad rehabilitation project that will see $5.5 million invested to restore a rail-way, which has been inactive since 1997. Rails, ties and crossings will be replaced in order to rehabilitate the dormant NS line.

For Kokomo Grain, the reopened rail-road will reduce the company’s transpor-tation costs and provide them with quick-er and more efficient access to southern grain markets.

“This project is a great example of pub-lic/private coordination of efforts to attract investments to our community,” said Scot Ortman, president/CEO, Kokomo Grain. “I would like to commend the city of Ko-komo for their forward looking stance in embracing this opportunity and working with us to make it happen.”

Saskatchewan, indiana plan for new shortline railroads

SuppLier NewS

Correction: In the October issue of RT&S, the annual crosstie update should have containted the following from Encore Rail Systems, Inc.:Encore Rail Systems, Inc., has developed many new products and application equipment designed to extend the life of wood and concrete ties. Its Tie Armor® products incorporate a borate solution designed to be applied to the wood tie after it has been adzed. It is applied to the exposed, untreated part of wood during the rail change out process. This gives ties extra protection against tie rot and insects.

Another product the company has developed, SpeedSet® is a UV epoxy for concrete ties. This product is applied once the ties are removed from the molds at the tie plants. This ensures the tie has a good seal in the seat area with a hard, smooth surface.

“We have seen ties in track with our product, applied more than eight years ago, showing no signs of wear in the seat area and the pad is still in good condition,” explained Doug Delmonico, president of Encore. “We are continually looking for ways to allow ties to live longer. We are the only tie plugging company that not only develops new state-of-the art products, but designs and builds the equipment to dispense them.”

A few years ago, Encore began repairing wood ties in the tie gang consist. There were a number of ties either loosened by the tie change out process or ties that were still good but had a spike kill condition. Delmonico notes that many railroads recognized that if you fix these ties during the tie change out process you will have a complete rehabilitated track mile. Encore developed specialized equipment for this process.

“Rather than buying equipment and having to maintain it themselves, railroads are looking to suppliers to provide for the whole process. Encore does this so well that we have become seamless to the railroad,” explained Delmonico.

RailComm has been selected to provide a wireless remote control derail system at BNSF’s Amarillo yard for the roundhouse engine tracks.

SNC-Lavalin Inc. has been awarded a contract to design, build and finance the Evergreen Line Rapid Transit project in British Columbia, Canada.

Seattle’s Sound Transit Board approved a contract with PCL Civil Constructors, Inc., to design and build the elevated station and guideway for the light-rail extension from Sea-Tac Airport to South 200th Street.

INDUSTRY TODAY


A&K rAiLrOAd MAteriALS, iNC., promoted Jim Huenefeldt to Central Region sales manager.

AMtrAK named Michael DeCataldo, Jr., to the new position of general manager, Northeast Corridor Services.

CANAdiAN NAtiONAL’s Robert Noorigian, vice-president of investor relations, will retire at the end of this year; Janet Drysdale, most recently director of economics and strategy for CN, will succeed Noorigian.

CANAdiAN pACifiC appointed Brian Grassby to senior vice president and chief financial officer; Kathryn McQuade has retired from the role of CFO; Mike Franczak, executive vice president and chief operations officer resigned; Doug McFarlane was appointed to senior vice president U.S. operations; Guido De Ciccio was appointed to senior vice president Canadian operations and Scott MacDonald was appointed to senior vice president operations (system).

dALLAS AreA rApid trANSit re-elected John Danish to chair of its board of directors and re-elected Robert Strauss to vice chair.

eNCOre rAiL SySteMS, iNC., promoted Steven Epps to vice president engineering.

GeNeSee ANd wyOMiNG iNC. appointed Richard Bott and Gregory Ledford to its board of directors.

iNVeNSyS rAiL appointed Russell Adams to vice president of global major projects.

KANSAS City SOutherN appointed Stephen Schollaert as vice president sales and marketing.

MArtA Board of Directors selected Keith Parker as MARTA’s next general manager and chief executive officer.

NOrfOLK SOutherN‘s vice president engineering, Timothy Drake, retired; Michael Wheeler was named vice president engineering and Terry Evans was named vice president transportation.

pAtriOt rAiL COrp.‘s senior vice president and CCO, Stan Wlotko, is retiring, effective January 1, 2013.

uNiON pACifiC named Diane Duren to executive vice president of the company.

wAtCO trANSpOrtAtiON SerViCeS hired Chuck Littlefield as regional vice president of operations for the Gulf Region and appointed Kevin Harris to general manager for the Austin Western Railroad.

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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]

www.rtands.com Railway Track & Structures September 2012 10


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]

As we look forward to the upcoming NRC Conference in Miami, Fla., in January and President Obama’s second term/the new Romney Administration (this was written in mid-October and my crystal ball was out of order), we first pause to recognize the tragic loss of two members of the NRC community.

Vinnie Vaccarello (NRC board member, co-president of All Railroad Services Corp.) and Patsy Crisafi (NRC Safety Committee member, executive vice president of Roadway Worker Training, Inc.) were killed in a small plane crash near the Gary, Ind., airport, on Wednesday, October 3.

The plane was a four-seat Cirrus SR-22, which was owned by Patsy through his company Gandy Air LLC. Patsy and Vinnie were the only two people on board and nobody else was injured during the crash. The plane left from Northeast Florida Regional Airport in St. Augustine, Fla., on October 2, for Smyrna, Tenn., then took off from Smyrna at 9:25 a.m., October 3, en route for Gary, but crashed at 11:20 a.m., about one mile southeast of the Gary airport. The preliminary report from the National Transportation Safety Board has not yet determined what caused the plane to crash.

Vinnie and Patsy were both leaders in the rail industry and were key contributors to the NRC Board and Safety Committee.

Vinnie co-founded ARS in 2006 and had lead responsibility for securing contracts for the firm, making strategic decisions and driving growth. Since launching in Jacksonville, Fla., the company has expanded to locations in Philadelphia and Pittsburgh and has more than 130 employees. Prior to forming ARS, Vinnie served as vice president of operations for Balfour Beatty Rail, Inc., in Jacksonville. Previously, he managed All Vegetation Services, Inc. Before moving to Jacksonville, Vinnie worked in Pittsburgh as corporate auditor and project manager for Westinghouse Electric and as director of the Railroad Services Division for EME & ETS. Vinnie had a Bachelor of Science in Business Administration from Duquesne University and an MBA from the Davis College of Business at Jacksonville University. Vinnie was 48 years old.

In lieu of flowers, Vinnie’s family suggests memorial contributions be made to San Juan Del Rio Catholic Church Building Fund, payable to San Juan Del Rio, mail to 1718 State Road 13 North, Saint Johns, FL 32259, memo line: Building Fund, in memory of Vinnie Vaccarello.

Patsy began his career in the rail industry in 1982 with Chessie System, the forerunner to CSX. Prior to leaving in 2000, he held several positions of increasing responsibility within the engineering department. Among his accomplishments, he worked in the operations center and on various rule committees that developed and implemented both operating and safety rule books and training

programs, which comply with FRA regulations. In 2000, Patsy went to work for Utilco Railroad Services as executive vice president for two years. He left Utilco to co-found three companies: Roadway Worker Training, Railroad Protective Services and Roadway Worker Contracting. Patsy specialized in FRA Track Safety Standards (49 CFR Part 213) and FRA Roadway Worker Protection (49 CFR Part 214) training, as well as various railroad operating rules. Patsy’s relentless focus on safety around the railroad likely has prevented dozens of injuries and deaths over the past 30 years. Patsy was 45 years old.

In lieu of flowers, Patsy’s family suggests memorial contributions be made to St. Rita’s Cemetery Care Fund (payable to St. Rita’s Cemetery, mail to 116 South 2nd Street, Connellsville, PA 15425), the ASPCA, the Humane Society of the United States or the Big Brothers Big Sisters of America in memory of Patsy John Crisafi.

Please keep Vinnie’s and Patsy’s family and friends in your thoughts and prayers.

Vinnie and Patsy would have both been at the upcoming NRC Conference and joint NRC-REMSA Exhibition and they will be missed and remembered there. The conference will be held at the Loews Miami Beach Hotel in Miami, Fla., from Wednesday, January 9, through Saturday, January 12, 2013.

Registration is now available at https://www.nrcma.org/form3.cfm? and you can go to www.nrcma.org/go/conference for more information.

The conference will include close to 1,000 executives from the rail construction and maintenance industry, including a 100-plus company exhibit hall and speakers outlining capital programs from Class 1 railroads, shortline railroads and major rail transit agencies.

Speakers expected at this year’s conference include representatives from 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 and the North Carolina DOT Rail Division.

The exhibit hall is now sold out, but we are still welcoming registrations every day and if your company aims to increase its visibility at the conference, sponsorships are available by contacting the NRC office at 202-715-1247.

To book your hotel room at Loews Hotel Miami Beach, go to www.nrcma.org/go/hotel.

Please contact NRC Operations Manager Ashley Bosch at 202-715-1247 or [email protected] with questions regarding the NRC Conference or see www.nrcma.org/go/conference for more information.

Work safe and keep those around you working safe.

by Terry Benton, NRC Chairman

Vinnie and Patsy




TTCI R&D

Transportation Technology Center, Inc., Pueblo, Colo., is evaluating advanced materials and designs for use in railroad bridges. As part of this process, TTCI recently began testing a commercially

produced 42-foot hybrid composite beam (HCB) span in the state-of-the-art concrete bridge at the Facility for Accelerated Service Testing (FAST). This span was designed and built for BNSF. It is being tested at FAST prior to being installed on a revenue service line on SF. The new HCB span is performing well after more than 200 million gross tons (mgt) of heavy-axle-load (HAL) traffic.

In addition to the HCB technology, this span also features an innovative, lightweight, modular polymer concrete ballast curb design. To date, the ballast curbs are also performing well. These lightweight ballast curbs contribute significantly to weight reduction.

Observations to date include:• Strains and deflections were measured on

the HCB span under normal HAL traffic. The maximum vertical deflection measured was about 0.53 inch. The measured deflection of the new 42-foot span was about 67 percent of the maximum recommended by AREMA.

• Strains measured on the bottoms of each HCB section under train operation were fairly uniform and translate to maximum tension stresses of about 8.5 ksi to 10 ksi in the steel prestressing tendons.

• The hybrid span has not required any maintenance since its installation at FAST.

• Advancements in fabrication and design of the second-generation HCB span are evident by marked improvements in span performance compared to the previous laboratory produced 30-foot prototype HCB span.1,2 The 42-foot HCB span weighs about the same as a 30-foot prestressed concrete span, enabling it to be handled with many existing cranes in cases where the longer span length does not affect the lifting radius.

• The HCB span weighs about 57 percent of the prestressed concrete span it replaced.

• The reduced span weight is hoped to enable replacement of timber spans on a three-for-one basis, compared to the two-for-one basis common with prestressed concrete. These spans are also being considered as replacements for some steel spans.

TTCI researchers test and evaluate a 42-foot hybrid composite beam span at FAST.

Preliminary assessment of a second-generation hybrid composite beam span at FAST by Duane Otter, Principal Investigator III, TTCI

Figure 1 illustrates the cross section of the BNSF span with six HCB cells.


For many years, North American railroads have been replacing aging timber bridges, often with precast prestressed concrete spans. Typically, a concrete span can replace two timber spans. Longer concrete spans tend to be too heavy to handle with the on-track cranes owned by most railroads.

TTCI is researching new designs and materials for use in railroad bridge spans. The 42-foot HCB span is a new design using both conventional bridge materials (concrete and steel), as well as an alternative material (fiberglass). These spans are being considered as an alternative to some steel spans, as well.

The HCB span is designed to be used as a three-for-one or a four-for-one replacement of timber spans, rather than the two-for-one replacement that is typical when using concrete spans. This 42-foot HCB span is designed to replace three 14-foot timber spans.

Span characteristicsIn the HCB system, each cell consists of a tied concrete arch encased in a fiberglass beam shell, previously described in RT&S.3 Figure 1 shows a cross section of the BNSF span with six HCB cells. The concrete arch carries compression and the steel prestressing tendons carry tension. The fiberglass shell and diagonal reinforcing stirrups provide shear strength.

The 42-foot span is comprised of two half-span pieces with a five-inch concrete deck. Each half-span piece has three HCB cells and the overall height of the span is 42 inches. The ballast curb is made of prefabricated modular polymer concrete panels bolted to steel supports. This ballast curb is significantly lighter than a conventional reinforced concrete ballast curb, which was used on the 30-foot prototype HCB span, as well as the prestressed concrete spans in this bridge. Figure 2 shows the ballast curb panels bolted to the steel supports prior to span installation.

BNSF bridge engineers challenged the HCB designers to keep the weight of this 42-foot span comparable to

the weight of a conventional 30-foot prestressed concrete span. BNSF wants to handle the longer span with its existing on-track cranes. The designers noted that in the previous span, approximately one-third of the concrete was in the arch, one-third was in the deck and one-third was in the ballast curb. The ballast curb became an obvious target for weight reduction.

Lifting weight of the half-span section with the deck and ballast curb (27 tons) is about 43 percent lighter than the prestressed concrete double cell box girder section (47 tons) that was removed. Figure 3 shows the completed installation.

The second-generation 42-foot HCB span differs from the previously tested 30-foot HCB span1,2 in that it has an integral concrete fin above the arch, which was used to facilitate placement of the diagonal shear reinforcement during fabrication. In addition, the fin adds shear strength and reduces deflection in the finished product. The new span also uses standard prestressing tendons rather than sheets of hard wire for the tension reinforcement. (Prestressing tendons are more readily available and their proper t ies are better known to structural engineers.) The fiberglass shells were commercially produced with numerous quality

improvements, compared to the prototype span. The new span has three integral cells per half-span piece instead of four cells bolted together, and the new 42-foot HCB span is eight inches deeper than the shorter prototype 30-foot HCB span.

C o m p a r e d t o t h e 4 2 - f o o t prestressed concrete span that was originally in this location, the HCB span is six inches deeper. Design of HCB spans for railroad loadings, like steel spans, tends to be governed by deflection rather than strength, requiring a deeper section. A two-inch track raise was used to provide the minimum recommended ballast depth of eight inches beneath ties on this span. The track on this span uses timber ties with Safelok elastic fasteners. The precast concrete span previously in this location had a ballast mat, 12 inches of ballast and concrete ties with Safelok elastic fasteners.

Performance testingDuring normal train operations at FAST, the HCB span is subjected to HAL traffic. The train at FAST is made up of about 110 cars, with most of them at 315,000 pounds gross rail load. It operates at approximately 40 mph. The train normally does not have any wheels producing significant impacts from wheel tread defects. Wheels are

Figure 2 shows the polymer concrete ballast curb panels and steel supports.

TTCI R&D


typically removed when impacts exceed 80,000 pounds. The HCB span was installed at FAST on a five-degree

curve with four inches of superelevation. Ballast depth below ties is eight inches at the low rail and 12 inches under high rail. The deck of the span is level.

Strains and deflections were measured on the HCB span under normal HAL traffic. The maximum vertical deflection measured was about 0.53 inch. Figure 4 shows a comparison between the maximum deflections of the 42-foot and 30-foot spans. AREMA recommended maximum deflection values are also shown. The measured deflection of the new 42-foot span was about 67 percent of the maximum recommended. The deflection of the 30-foot prototype span was 91 percent of the maximum recommended.

According to AREMA Chapter 8, the maximum allowable deflection for a 42-foot prestressed concrete bridge span is 0.79 inch.4 This is 49 percent above the maximum measured deflection of 0.53 inch for the 42-foot span. In previous tests on the 30-foot prototype HCB span, the measured deflection was approximately 0.51 inch.

The 42-foot span is 40 percent longer than the 30-foot span, but the maximum measured deflection was almost identical. The improved deflection performance provides validation of the advancements in fabrication and design of this commercially-produced span, as compared to the previous laboratory produced prototype span.

The 42-foot prestressed concrete span that was originally in this location had a maximum measured vertical deflection of only 0.29 inch, which is less than 60 percent of the maximum deflection in the 42-foot HCB span. Prestressed concrete box girders typically have very low deflections compared to other spans (i.e., steel, reinforced concrete) of similar length. The prestressing activates a very large cross-sectional area to resist bending deflections.

Strains measured on the bottoms of each HCB section under train operation were fairly uniform and translate to maximum tension stresses of about 8.5 ksi to 10 ksi in the steel prestressing tendons.5

Future testingFuture plans call for this new span to be tested at FAST for about 250 to 300 mgt and nearly two-million load cycles. Then it will be installed in revenue service on a local BNSF Railway line where it will be monitored for long-term performance and maintenance requirements.

AcknowledgementsThe authors are thankful for the loan of the span by BNSF, thanks in particular to Assistant Vice President of Structures Steve Millsap and Director of Bridge Design Byron Burns. The authors also thank John Hillman and Mike Zicko of HC Bridges, LLC, and Buz Hutchinson of Enterprise Concrete for their technical support on this project.

References1. Otter, D. and Doe, B. August 2009. “Testing of a Prototype Hybrid-Composite Beam Span at FAST.” Technology Digest TD-09-019. Association of American Railroads, Transportation Technology Center, Inc., Pueblo, Colo.2. Otter, D. and Tunna, L. March 2011. “Testing of a Prototype Hybrid-Composite Beam Span at FAST.” Technology Digest TD-11-006. Association of American Railroads, Transportation Technology Center, Inc., Pueblo, Colo.3. Otter, D. and Hillman, J. August 2009. “Testing of a prototype Hybrid Composite Beam span at FAST.” Railway Track and Structures.pp. 17-19. Chicago, Ill.4. American Railway Engineering and Maintenance-of-Way Association. 2011. Manual for Railway Engineering. Lanham, Md.5. Otter, D. and Tunna, L. “Second Generation Hybrid Composite Beam Span: Preliminary Assessment at Facility for Accelerated Service Testing.” Technology Digest TD-11-038. Association of American Railroads, Transportation Technology Center, Inc., Pueblo, Colo.

Figure 3, top, shows the completed installation of the 42-foot span at FAST.

Figure 4 illustrates the maximum deflections for a 30-foot HCB span versus 42-foot HCB span.


a switch

Switch stands and switch machines are heading down

a new path as technology and needs change.

as technology evolves and suppliers embrace the advance-ments along the way, companies are updating their switch system offerings constantly. Whether it’s a switch stand or

switch machine, the market is headed in the right direction.

alstom signaling, inc.Alstom has developed a new rail-mounted switch circuit controller, Model 7R. The 7R Switch Circuit Controller was developed primarily for the PTC market and is designed to allow fast mounting and “true” point detection, due to its rail clamping method. The company says its tough design allows it to withstand the highest levels of vibration, without contact chatter.

Alstom’s GM4000A mainline switch machine has been upgraded with optional gold-point-detection-contacts in response to the growth of microprocessor-based interlockings.

“These gold contacts allow for improved contact reliability when used with low-current circuits typically exhibited on microprocessor interlockings,” noted Scott Sherin, vice president of marketing and strategic planning at Alstom Transport North America. “Additionally, these contacts withstand the highest levels of vibration, without contact chatter. The GM4000A has also been upgraded with a new, more reliable controller.”

The predominant improvement has been a board redesign that is said to be more resistant to vibration through more surface-mount components and a lower height profile, reducing the cantilever effects of vibration.

Sherin notes that the signaling market overall has remained stable in the current economy and says metro and commuter rail tend to be focused on state of good repair, while light rail is continuing to see new lines and extensions being built and freight is seeing a mix of both.

“We are now several years into the planning and deployment of PTC,” he explained. “It continues to be a big focus for our customers and, as a result, it is also a big focus for Alstom. On the wayside, a couple of key drivers for upgrades to existing equipment are enabling devices to communicate wirelessly and enabling switch point detection and wireless communication of switch machine status in dark territory.”

He says that many rail properties are moving towards uncomplicated, modular switch machine designs to more easily acclimate a newer workforce. Alstom says its GM4000A has grown to be a popular choice amongst consultants and rail properties alike, due to its straightforward design and its electrical and mechanical design flexibility.

“One GM4000A can replace almost any industry machine, without much need for specification or re-training of maintainers,” Sherin explaied. “Alstom switch machines have been built with value and performance for the past 100-plus years. When rail properties are in search of the best value, we stand behind the GM4000A flagship product platform. Alstom is planning to offer the GM4000A with a reduced-cost option for customers with lower-range budgets, as well as a more configurable mid-range price point for customers interested in a scalable, more adaptable product offering.”

ansaldo stsAnsaldo STS says its Electronic Biased Neutral Controller (EBNC) provides the company’s Style M switch machines with new capabilities and reduces operating cost.

“With the EBNC, Style M switch machines can be operated with the use of a MicroLok II wayside control system, eliminating the need for external vital electromechanical relays, which in turn, reduces operating cost,” noted Russ Glorioso, head of external communications-Americas. “The EBNC also extends the switch machine’s performance capabilities through direct overload protection, based on time and current, which makes the Style M switch machine interchangeable with other switch machines without the need to change wiring or control logic.”

Because freight railroads are investing to ensure they reach critical milestones with Positive Train Control implementation and transit agencies are under increasing cost pressure, the company notes that the reliability of Style M switch machines has become a key driver in the eyes of customers.

To help the railroads accomplish their PTC goals, Ansaldo STS has developed the VitalNet™ Point Monitor for situations where hand-throw switches must be monitored. The VitalNet Point Monitor was developed as a solution that provides simple installations and flexible set-ups, helping to save customers money and eliminate the need for extra trackwork. Its small size allows it to be mounted directly to the stock rail and the design accommodates rail/point run. It monitors a switch’s position and interfaces with a Wayside Interface Unit to communicate the switch position with compliance to PTC regulations.

“The reliability and low cost of ownership of Style M switch machines have proven to be an important factor in the current market,” explained Glorioso. “To keep these machines running optimally, Ansaldo STS also offers a full-service refurbishment program, allowing customers to cost-effectively maintain their

Vossloh/Global Rail switch machines keep trains on the right track.

in the right direction

by Jennifer Nunez, assistant editor


a switch in the right directioncurrent products. Additionally, customers can sell back any old Style M switch machine cores that are in their possession for a refurbished machine. Customer service is of paramount importance when it comes to our switch machine refurbishment program. ”

National trackworkNational Trackwork, Inc. (NTI), a certified Minority Business Enterprise, has just released what it says is an industry first, “Safe View” directional lights for switch stands and switch machines. This solar-powered auxiliary lamp has red and green LED bulbs that turn with the target and give a redundant visual check that the switch points are closed, in addition to the target, which may not be visible. These “Safe View” lamps can be retrofitted to any National Trackwork switch stand or switch machine and can be ordered as optional equipment on any new NTI product. NTI says the unit can be installed on the target mast in a few minutes, has a life of several thousands of hours, requires zero maintenance, uses no energy and is extremely cost-effective for the dramatic increase in safety.

“Another innovation from NTI is our new ‘Flood Guard’ design that assures reliable switch stand performance in standing water,” explained Robert Fiorio, vice president of sales and marketing. “This feature is especially useful in tunnel or mining applications where flooding can occur and safe switching operations are required. The ‘Flood Guard’ design keeps the working mechanism high and dry assuring safe and reliable performance. This design is available on the entire National Trackwork product range.”

According to National Trackwork, its 1500 Solar and 1100 Electric Powered Switch Machines feature an expandable and flexible remote control, no hydraulics, standard connecting rod and spiking pattern, elevated control box, low profile, all-steel design, manual override, low maintenance, quick and easy installation, complete reliability and cost-effectiveness. Both machines use the 1003 switch stand mechanism, grease fittings and forged steel machined parts to help provide a long, reliable and dependable service life.

“These machines have been performing flawlessly for many years in several countries throughout the world,” noted Fiorio.

The company’s 1002RG backsaver switch stand has an ergonomically-designed rectangular handle, which is designed to reduce or eliminate back, neck and shoulder injuries caused by operating these types of devices. This stand is designed specifically for yard use with constant run-through operations that incorporates integral “Positive Lock” spring-loaded foot latches made for complete safety and reliability.

Nortrak-DamyNortrak-Damy, located in Mexico, has seen reduced orders this year from Class 1 railroad customers compared to 2011.

The company will soon be testing the AUTOMATER® and HMX switch machines with some Class 1 railroads in Mexico.

“These machines are manufactured by Nortrak in the U.S. and are designed for yard application,” noted Alejandro Damy Monraz, director general and CEO of Nortrak-Damy. “We are also looking to do some field tests of the Unistar HR switch machine for mainline applications; this machine is very popular in some European markets and is manufactured by our affiliated company CONTEC in Germany.”

Nortrak-DAMY is a subsidiary of voestalpine Nortrak Inc., located in the U.S.

Railcomm“RailComm is a solution provider for freight railroad, passenger rail and industrial operations throughout North America,” shared Joe Denny, president and CEO of RailComm. “We integrate our intelligent embedded controllers with existing field-based appliances and communicate remote control/status information to central and/or distributed control platforms, such as our DOC®

(Domain Operations Controller) server-based platform and our line of industrial indoor/outdoor control panels.”

The RailComm SMC (Switch Machine Controller) is a universal controller that is configurable to control numerous types of switch machines. The standard RailComm switch machine controller automates hydraulic or electromechanical yard switch machines and allows for remote monitoring and control. All of the necessary components and connections are included (i.e., it is plug compatible) to allow it to be a drop-in replacement product for any power switch machine.

“The replacement of a switch machine controller board with the RailComm SMC Board can be easily performed by the user,” noted Denny. “So, by replacing the OEM-supplied machine controller with RailComm’s SMC, the machine is now capable of being remotely controlled in a RailComm network.”

voestalpine NortrakThis year, voestalpine Nortrak Inc. unveiled three new switch ma-chines, the HY-300, HY-310 and HY-100 Automater.

The HY-310 is a manually-operated switch drive with a removable handle that rests between gauge and is suited for transits, especially for in-street applications. The HY-300 is a dual-control machine that adds power operation with locking and point detection. The low pro-file of the HY-300 allows it to be mounted between gauge, either in-side an earth box in embedded track or on top of the ties in ballasted track. Both the HY-310 and HY-300 are Buy America compliant.

“The HY-100 Automater is the newest version of the Automater, a trailable dual-control yard switch machine based upon our Racor 22 switch stand,” noted Ken Ouelette, vice president technology, hytron-ics. “The HY-100 Automater replaces the previous version’s fallback


a switch in the right direction

manual hand pump with an independent mechanical hand throw lever that can be used if the control system, power or hydraulic drive system, fails. Operation of the power/hand selector lever and manual throw le-ver is identical to traditional mainline switch machines, so train crews don’t need special instructions on how to handle the switch.”

voestalpine Nortrak says safety is a top priority, particularly as it applies to switch machines. This past year, the company adopted a more rigorous internal protocol to test new switch machine designs up to 1,000,000 cycles under load, while carefully monitoring com-ponent wear and system performance. This protocol also allows the company to confirm compliance with AREMA standards (such as the machine’s ability to withstand a 20,000-pound force).

“We have seen more interest in our line of Fixed Infrastructure Asset Monitoring products,” explained Ouelette. “Our Minilogger al-lows railroads to continuously monitor switch machine performance and take note if key parameters (such as motor current) have strayed

outside of normal operation. This allows the railroads to predict and prevent failures before they cause train delays. Because the Minilogger works across all brands of switch machine (and also with other equip-ment like track circuits), our customers can reduce train delays and im-prove performance, regardless of their signal equipment product mix.” Vossloh/Global Rail Vossloh Signaling, Inc., was created this year to incorporate J Manufacturing, Inc. (JMI), which makes mainline switch machines and Global Rail Systems, which makes switch machines for yards. JMI focuses on remanufactured switch machines, as well as providing new mainline switch machines as a direct replacement to the Ansaldo M-23 switch machine. The JMI Mainline Switch Machine components are interchangeable to use in OEM switch machines.

Vossloh Signaling, Inc., has introduced a new point detection bar, which allows switch machines to provide dual point detection, whereas single point detection was only offered in the past. The machines can be retrofitted, which can be applied to any previously-installed Union Switch & Signal M-22, M-23 and M3 machines in the field, without making any other modifications to the switch machine itself.

“We are in the process of introducing a low-profile version of the TS-4500 switch machine for yards,” explained Normand Frenette, CEO of Vossloh Signaling, Inc., North America. “The new machine allows for installation closer to the switch, while maintaining the identical innards of the traditional TS-4500 that has been in the market for the past five years.”

Vossloh Signaling, Inc., is seeing an interest in the automation,

voestalpine Nortrak’s HY-300 Transit switch machine.

full or partial, of flat yards across the country and accordingly, there is an increase in demand for the TS-4500 switch machines for yards in both shortline and Class 1 railroads.

“From what we gather, this demand isn’t as much an effect of the economy, as it is the interest of railroads automating their yards,” noted Frenette.

The company says Class 1 and shortline railroads are getting more interested in automating switches in their yards. This applies to both the receive and departure tracks and the ladder classification tracks.

“We are seeing a dramatic increase in productivity and as a result, an increase in demand for our yard switch machines,” Frenette said.

western-cullen-hayesWestern-Cullen-Hayes, Inc., continues to manufacture and market the Model WCHT-72 electro-hydraulic machine.

“The level of interest in our machine has remained constant over the past few years, with most of them going into the industrial and Class 1 markets,” noted Carl Pambianco, sales manager.

With the PTC deadline approaching quickly, Pambianco says his only concern is that it is drawing resources away from the more traditional signal projects.

“There are just so many dollars available to the railroads and as far as I can tell, the investment in PTC will not add to the industry’s bottom-line,” he explained. “One question that must be answered from a transit viewpoint is ‘what will the level of funding be in the future?’ If the federal dollars dry up, the states will need to make some very tough choices.”

According to Pambianco, the number of train crewmen has been reduced over the years, so most trains operate with just two people on board. He says that improvements in radio/wireless communication have made these crew reductions possible and that the next logical step is to make greater use of wireless communication to throw switches.

“This is being done on some railroads to varying degrees,” he explained. “I think this is an area of significant growth potential for the supply side, as we see safer, dependable radio equipment come into the market. We have designed our machine’s control logic to be able to interface with virtually any type of radio/wireless equipment, in addition to what we would typically provide. We remain committed to the power switch machine market and I believe we have a product that, because of its versatility and low cost of ownership, is an ideal fit for today’s railroad industry.”


a switch in the right direction

Western-Cullen-Hayes’ switch machine ready for action.


by Mischa Wanek-Libman, editor

of the terminal’s new systems makes us more reliable, while allowing us to go to more places than we went before.”

Balanced approachBeing a positive influence on communities and the environ-ment is a core value of CSX and when it came time to plan for the Northwest Ohio Facility, providing environmental, social and economic sustainability were all principles that were kept in mind.

“From the very beginning, we worked with the local community in North Baltimore to develop a facility that was as unobtrusive to them as possible. We have a lot of features in the facility that achieve this and we’ve continued to devel-op that relationship with the local community,” said Whitt.

One of those features is landscaped berms, which not only conceal the facility from street view but also filter noise associated with the facility. The ultra-efficient, wide-span cranes used at the facility use electric power, which also cuts down on noise pollution.

“The cranes that are used in this facility are unlike any cranes that we’ve used before,” said Whitt. “Most of our cranes in the past have been internal-combustion-powered engine cranes; these cranes are rail-mounted and electric so there are almost zero emissions. They really go to the heart of the environmental efficiencies.”

Whitt explains that the cranes consume electricity when they are lifting containers, but the braking capabilities of the machines generate electricity when containers are

C SX Transportation’s National Gateway project, an $850 million public-private partnership, will cre-ate a double-stack freight rail corridor between

Mid Atlantic seaports and the Midwest when it opens in 2015. The cornerstone of this project, the Northwest Ohio Facility, has been open for close to two years and has trans-formed not only how CSX Intermodal Terminals approach-es intermodal terminal design but what the rail industry can expect to find in future intermodal terminals.

The 185-acre facility is one of six terminals being built or enhanced for the National Gateway and its use of inno-vative engineering has resulted in CSX Intermodal Termi-nals, Inc., being award the 2011 Dr. William W. Hay Award from the American Railway Engineering and Maintenance-of-Way Association, as well as the American Council of Engineering Companies of Ohio 2012 Engineering Excel-lence Outstanding Achievement Award.

What the Northwest Ohio Facility does for CSX Inter-modal Terminals is change its intermodal network model, making the railroad more efficient while remaining true to its core values.

“The Northwest Ohio Facility allows us to transform our network from point-to-point to more of a hub-and-spoke net-work,” explained Wilby Whitt, president of CSX Intermodal Terminals, Inc. “We’re able to move traffic through North-west Ohio, combine the destination traffic from multiple ori-gins and create density to allow us to run a train from North-west Ohio to all those points on the network. The efficiency

CSX Intermodal termInalS, InC., engIneerS a termInal

revolutionWith its use of

sustainable materials and innovative work

processes, CSX Intermodal Terminals’

Northwest Ohio Facility has set the bar for

intermodal facilities of the future.

The Northwest Ohio Facility features NARSTCO steel ties, composite

crossings and five ultra-efficient, wide-span cranes.


northwest ohio terminal

lowered. This generated power is shared between the five cranes and before they pull from the grid, it is pulled from the regenerative power of other networked cranes. Excess power is returned directly to the grid.

In addition to the new cranes, the Northwest Ohio Facil-ity uses diesel electric machines to perform secondary lift-ing, buildings on site are LEED certified, directional light-ing directs light down at the work site rather than flooding the facility and CSX used steel crossties and recycled plas-tic crossings throughout the facility.

As part of CSX Intermodal Terminals’ balanced approach to materials, Whitt says looking at the benefit derived over a material’s life is more important than up front costs.

“You mention the NARSTCO steel ties and, obviously, they are a little more expensive, but they are recyclable, they’re longer life and they require less ballast to install, so if you just look at the cost of that material and not the benefit that you will get over the life of that material, you may come to a different conclusion. If you take a more bal-anced approach at what is going to be the cost of that mate-rial over its life-cycle, many times you don’t have to make a compromise, you can make the right decision,” said Whitt.

In addition to materials used, many of the tradition-al intermodal terminal processes were overhauled at the

Northwest Ohio Facility and made more efficient.Whitt points out that in the past, drivers would enter a

facility, perform a physical inspection of the equipment and then pull forward and idle until the facility was ready to pro-cess the truckload. At Northwest Ohio, drivers “self-check” into the facility, cameras record equipment condition and an electronic board notifies drivers of projected wait time and when to proceed.

Whitt also says the facility’s car tracking system elimi-nates the need for clerks to be out in the yard to verify trains. When a train enters the Northwest Ohio Facility, it goes through a portal with a bank of cameras, an AEI

Crane operators have extensive training and practice with a custom crane simulator that is located on-site at the Northwest Ohio terminal.


northwest ohio terminal

reader records the car number, optical character cameras read the containers and as the train passes through turn-outs in the yard, axle counters record the number of axles.

The wide-span cranes have also streamlined the loading and unloading process. Instead of unloading a unit from a rail car, placing it on a chassis

and parking it somewhere within the facility, Whitt says everything is ground-ed underneath the facility’s five cranes.

“These cranes are spanning eight loading and unloading tracks, there is a two lane area to move containers up and down those tracks and then there is a stack of containers under the cranes. When we unload a unit from

the track today at Northwest Ohio, the same crane that unloads it actually moves it horizontally over to a stack-ing area. We eliminate that truck move from trackside to a parking spot, which eliminates 40-50 trucks that would be operating on any given shift moving containers around,” said Whitt.

The use of sustainable materials and reworked intermodal processes has left Whitt pleased with the results he sees at Northwest Ohio terminal.

“We’ve been able to achieve our goals toward the environment and local communities and, at the same time, make our network more reliable. I hate to sound cliché, but it’s been a win-win,” said Whitt.

Technology integrationWhitt estimates that from the first day of planning for the Northwest Ohio Facility to opening day, the process took six to seven years, a time frame he believes many people underestimate.

“We spent a lot of time traveling around the world looking at other ways to achieve the same outcome and spent a lot of time working with vari-ous companies. We had a good idea of how to accomplish what we needed, but the most difficult issue was inte-gration of all the different technology,” said Whitt.

The facility uses technology pro-vided by six to seven companies and Whitt points to the ability of the ter-minal operating system (TOS) to keep track of inventory as one example of the complicated but successful tech-nology integration.

According to Whitt, the TOS elimi-nates the need to key in a container’s identification number because the sys-tem realizes when and where a contain-er has been moved and automatically records the information because of its use of a differentiated GPS system.

“Trying to integrate and make sure all that technology communicated to each other was the biggest challenge and we had plenty of time in our time-line for that integration process. The integration process continued through the first year until everything was operating the way it was designed to,” said Whitt.

In addition to the terminal operat-ing system, a custom simulator was designed to train employees on how to


northweSt ohIo termInal

operate the new wide-span cranes. “We were really faced with the task that we have a

new machine here that no one has ever operated, so it wasn’t like you could put someone in a seat with a ten-ured operator,” said Whitt. “We felt it was important enough to develop and customize a training solution that would enable our operators to get some time and familiarly with the controls and what they would feel with the machine. It was instrumental because we hired people off the street that had no intermodal experience and within a short period of time, maybe 60 days, they become proficient in the operation of the cranes and the system and I don’t think we would be where we are today if we hadn’t started with that.”

The use and integration of the technology was such a success that Whitt says the TOS designed for Northwest Ohio will be rolled out to all of CSX Intermodal Ter-minals’ 35 facilities over the next three years. Addition-ally, the wide-span cranes will be used at their revamped Columbus, Ohio facility, as well as a new terminal cur-rently under construction in Winter Haven, Fla. Whitt believes the crane training simulator will also be put to use at Winter Haven.

“We believe the cranes and technology, when combined with our dedicated people, produce a terminal product that delivers superior value for our customers. You’ll see us modernize all of our facilities and we’ll build new facil-ities that will utilize the same processes and equipment that we’ve learned over the almost two years of operating at Northwest Ohio,” said Whitt. “The one thing that strikes me from the experience I’ve had in the past is that a terminal is a very hectic place, there are a lot of activities that are going on. When you spend a day at Northwest Ohio, because the processes have all changed and we’ve eliminated unnecessary steps to processes, it would almost appear that not a lot is going on but, at the end of the day, we move more units through that facility than we would have through a traditional facility and that is a testament to the industrial engineering that went into the processes and then the technology and equipment that was applied to the processes,” said Whitt.

Inside the cab of one of the Northwest Ohio cranes. Oper-ators, unload, load and stack containers.


S uper-elevation is the height, in inches, that the out-side rail of a curve is elevated above the inside rail. It is intended to balance the effect of centrifugal

force – the outward (horizontal) force generated by a vehicle traveling around a curve. Centrifugal force is a function of vehicle weight, degree of curvature and speed and is one of three force vectors that describe the dynamics of curving. The weight of the vehicle, acting downward vertically from the vehicle’s center of gravity, is added to centrifugal force to create a resultant force.

How this resultant force matches up against the eleva-tion determines whether the elevation is under-balanced, balanced or over-balanced:

• A resultant force that passes through the track centerline indicates balanced elevation and the weight of the vehicle will be distributed equally between the high and low rails, as shown in Figure 1. Under this condition, a train is said to operate at balance speed.

• A resultant that passes to the inside of track centerline indicates over-balanced elevation. The inward shift of the car’s center of gravity (due to the elevation) is greater than the outward centrifugal force. This causes an increase in vertical wheel loading on the low rail and an equal decrease in loading on the high rail. Under this condition, a train is said to operate at under-balance speed.

Using data collected at a test site in West Virginia, Norfolk Southern and TTCI measured the effect elevation change had on rail forces.

Figure 1, top: Equilibrium (or balance) speed diagram (NS Standard Procedure 090).

Figure 2: Rail test site at Wills, W.V.

EffEct of SupEr-ElEvation on Vertical and

lateral wheel forceS

by Brad Kerchof, director of research and tests, Norfolk Southern


effect of super-elevation

• A resultant that passes to the out-side of the track centerline indicates under-balanced elevation. Centrifu-gal force is greater than the effect of elevation and causes an increase in wheel loading on the high rail and an equal decrease in loading on the low rail. Under this condition, a train is said to operate at over-balance speed. Elevation, degree of curvature and

speed are the three characteristics of a curve that determine the distribu-tion of forces and thus, ride quality. These are also the three variables that make up the typical curve design table, which is used to determine the design elevation for various combinations of curvature and timetable speed.

The amount of e levat ion i s important because it has a signifi-cant impact on forces at the wheel-rail interface, which, in turn, have an impact on the wear rates of rail and the other track components.

Over the past two years, Norfolk Southern and Transportation Technol-ogy Center, Inc., have collected rail force data at an NS rail test site at Wills, W.V. (Figure 2), under a number of different track maintenance con-ditions, including two different track elevations. Test results show how verti-cal and lateral forces are affected when elevation is changed.

The test curve at Wills is 7.8 degrees, timetable speed is 25 mph and elevation was initially four inches. The formula that relates balance speed, ele-vation and curvature is

V = (E/(.0007D))1/2

At Wills, E = 4 inches and D = 7.8 degrees, so balance speed V = 27 mph. Every train that operated with E = 4 inches did so under balance speed.

NS and TTCI wanted to measure the impact that a change in elevation would have on rail forces and asked the Virginia Division to reduce elevation to 2-1/2 inches (this elevation was select-ed because the west compound of this curve already had 2-1/2 inches). The change in elevation produced a change in balance speed, to 21.4 mph. (Design elevation for this curve is 1-1/2 inches, according to NS’ curve design table.)

Figure 3 shows the average ver-tical wheel forces on both low and high rails for 320 loaded coal trains. The first 162 trains (shown to the left of the green line in Figure 3) operated with four inches of eleva-tion. The next 158 trains (shown to

the right of the green line) operat-ed with 2-1/2 inches of elevation. A change in the distribution of vertical forces between low and high rails is apparent: trains operating with four inches routinely had low-rail forces that were significantly greater than high-rail forces. However, once the elevation was reduced to 2-1/2 inch-es, the difference in vertical force dis-tribution disappeared, with high-rail forces mostly equaling low-rail forces and sometimes exceeding them.

The graph in Figure 4 shows some of same vertical wheel load data as Figure 3. A sample of 120 trains that operated with four inches of elevation is listed in order of increasing speed. Trains that operated at slower speeds, shown on the left side of the graph, had a large difference between low-rail and high-rail vertical forces (eight kips). Trains that operated at faster speeds, shown on the right side of the

1. Graphs show in Figures 3, 4 and 5 provided by Huimin Wu, Principal Investigator, TTCI.

Figure 31, top: Average vertical wheel loads for 320 loaded coal trains. Blue diamonds represent the average low-rail force for each train and red squares the average high-rail force. Train numbers 1110 - 1271 operated with four inches of eleva-tion. The green line represents the change in elevation. Train numbers 1272 - 1429 operated with 2-1/2 inches.

Figure 4, middle: Effect of speed on vertical forces: 120 trains operating with four inches of elevation are arranged in order of increasing speed, from left to right. Each train is represented by a green triangle, indicating its speed; by a blue diamond, representing average low-rail vertical force and by a red square, repre-senting average high-rail vertical force.

Figure 5: Average lateral forces (leading wheels only) for the same 320 loaded coal trains that were shown in Figure 3. The green line indicates when elevation was reduced from four inches to 2-1/2 inches.


EffEct of SupEr-ElEvation

graph, had vertical loads that were more equally distrib-uted between low and high rails.

The graph in Figure 5 shows the average lateral forces on both low and high rails that were measured under the same 320 loaded coal trains that were shown in Figure 4. Despite the decrease in elevation, lateral forces did not change.

It may seem counter-intuitive that decreasing elevation would not also increase lateral forces (particularly to the high side). A decrease in elevation certainly does make cen-trifugal force more noticeable; however, elevation and cen-trifugal force are often not the dominant factors in vehicle curving. Lateral forces that develop at the wheel/rail inter-face can be much greater. Consequently, wheel and rail profiles, rail orientation (cant), gauge and the coefficient of friction often contribute more to lateral forces than eleva-tion. The conclusion from the Wills test is this: Elevation greater than design does not provide additional benefit.

To the contrary, excess elevation may be a detriment. It is not unusual for an over-elevated curve (or one operating consistently at under-balance speeds) to show a distressed low rail. Figure 6 shows the low rail at Wills, when elevation was four inches.

The friction force that causes rail surface damage is proportional to both vertical force (N) and the coefficient of friction (µ):

F = µ x NIf a low rail is showing significant wheel contact dam-

age, remedial action involves reducing one or both of these variables. If the curve is over-elevated, consider reducing elevation to the point where vertical forces will be more equally distributed between low and high rails. If elevation is not the problem, or if elevation cannot be changed, consider reducing the coefficient of friction. Sev-eral strategies can help, including top-of-rail friction con-trol, grinding to change the rail profile (and thus, the wheel/rail contact pattern) and gauging (which also changes the wheel/rail contact pattern).

Figure 6: The low rail at the Wills test site shows significant wheel contact damage. Gauge was 57-3/8 inches and false flange contact is evident on the field-side half of the rail. Eleva-tion was four inches.


fall conference recap

AREMA and RTA hold two successful conferences this fall

The AREMA 2012 Annual Conference & Exposition was held Sept. 16-19 at the Hilton Chicago in Chicago, Ill., where attendees networked and viewed wares at the largest AREMA exposition ever held

and were also given a chance to learn from a variety of different technical presentations. Total attendees numbered 3,222, which includes 717 exhibitors and more than 2,400 registrants and spouses. Of the attendees, more than 1,500 were railroaders or construction management and a total of 21 countries were represented.

Chuck Emely, executive director and CEO of AREMA, opened the conference on Monday, Sept. 17, giving an overview of the association and stress-ing, “all indicators are positive” for AREMA.

Deborah Hersman, chairman of the Nation-al Transportation Safety Board, gave the keynote address and asked attendees, “What can be done to improve safety?”

Tony Hatch gave an industry update saying this is a “dynamic time for the industry.”

Following Hatch, the 2012 Dr. William W. Hay Award for Excellence was presented to BNSF for its project, “Rising Above How BNSF Overcame the 2011 Floods.”

Robert Verhelle, deputy chief engineer electric trac-tion with Amtrak, wrapped up his year as AREMA president and thanked the association and AREMA staff for the support shown throughout the year.

Jim Carter, chief engineer, Bridges and Structures with Norfolk Southern, was installed as AREMA’s 2012-2013 president on Sunday, Sept. 16, but didn’t assume the role until Wednesday, Sept. 19. While Carter joked one of his goals as president would be to teach AREMA members how to correctly pro-

nounce “Norfolk,” he went on to say he aimed to visit each of the AREMA student chapters because “the best days of freight and passenger railroads are yet to come and AREMA has unprecedented oppor-tunities in front of it.”

Next year, AREMA will hold its annual confer-ence in conjunction with the RSI/REMSA/RSSI Exhibition at Railway Interchange 2013, Sept. 29-Oct. 2, in Indianapolis, Ind.

The Railway Tie Association gathered in Tampa, Fla., Oct. 23-25, for the 94th Annual Symposium & Technical Conference. The RTA treated its more than 300 attendees to a scenic cruise on Tampa Bay on Tuesday, Oct. 23, before getting down to business the next day with presentations covering the econom-ics of the market, safety, sawmill and forestry issues, tie disposal and two forums, one focused on short-lines and the second, an engineering forum, focused on new construction.

Wick Moorman, president and CEO of Norfolk Southern, delivered the RTA General Business Ses-sion Luncheon address where he gave a “30,000-foot overview of Norfolk Southern” using the three “F”s (one of which is not actually an “F”): Physics, franchise and finance. Moorman said he remains optimistic about the railroad industry because the more money that is made, the more that is spent on capital expenditures, which translates into more reli-able service.

The RTA conference concluded on Thursday, Oct. 25, after attendees heard from a wood preserva-tion forum, research reports and a Class 1 purchas-ing forum.

The 95th Annual Railway Tie Association Sympo-sium & Technical Conference returns to Lake Tahoe, Nev., Oct. 9-11, 2013.

by Mischa Wanek-Libman, editor

Both associations draw strong attendence at each of their annual conferences to update members on the latest research and products available.


Message from the President

AREMA NEWS

All of you who are reading this know that our industry is experiencing a generational change in personnel. Folks with decades of experience who have been the backbone and the leaders, in many cases leaders for years, are retiring and young people are entering at a pace that hasn’t been witnessed in many, many years.

I had the opportunity to spend some time with several students who attended the conference in Chicago. I hope that all who attended enjoyed the conference as much as I enjoyed spending time with them. They were an outstanding group and I would like to thank all of them and their advisors for taking the time away from the classroom and studies to be a part of our conference. I have also had the pleasure of interacting with quite a few of them on their campuses over the past few years and sharing with them my views on our profession, along with presenting some projects that I thought would be interesting, as well as an overview of what railway engineering encompasses. These interactions have always been satisfying to me and I hope I have been able to provide some insight and direction to them.

I would, again, like to encourage all AREMA members to take any opportunity available to speak to university groups whenever possible. I can assure you that you will not regret it. On a recent visit to Virginia Tech, during an opportunity to interact, a student approached and asked to speak to me about something I had said during a presentation to his class about a year before. At first, I was somewhat dumbfounded that the young man even remembered something that I had said a year before and then I was really overwhelmed when I realized that I had actually had an impact on this young man. When you take the time to visit universities, you have the opportunity to introduce both students and faculty to opportunities that they did not even know existed.

I hope that all of you young AREMA members also realize that many of the people who have been actively involved in our committees, doing the necessary tedious, sometimes difficult, but always satisfying work involved there, are also leaving. Our committees need young people to become involved, attend meetings, participate, take on committee leadership roles and further leadership roles within the association, as time goes forward. You are the future of this organization and it will be whatever you make of it.

While I am on the topic of change within our industry, I would like to say something about a colleague and friend who retired at the end of October and is known to many of you, Tim Drake, Norfolk Southern vice president engineering. If you know Tim, he is your friend and he has been a friend to AREMA and this industry. Tim Drake is a railroad man’s railroad man – and there is no higher praise that I can offer. I have had the pleasure of knowing him for about 35 years, both working with him and for him. No one has ever cared more for his people and his railroad than Tim and, Tim, I assure you that you will be missed.

In a time of change

By Jim Carter

Jim CarterAREMA President

2012-2013

Professional Development

Bridge inspeCtion seminar December 3-5, 2012 Arlington, TX As well as the popular 1-day training seminar: streamBed erosion hazard reCognition and Countermeasures for railroad emBankments and Bridges seminar (sCour) December 6, 2012 Arlington, TX

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

arema goes to australia with Bridge inspection and sCOUr seminars

Bridge inspeCtion seminarMarch 11-13, 2013 As well as the popular 1-day training seminar: sCour March 14, 2013 Brisbane, Australia

Bridge inspeCtion seminarMarch 18-20, 2013 As well as the popular 1-day training seminar: sCour March 21, 2013 Melbourne, Australia

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

AREMA NEWS


fyi…letter ballots currently under review can be found in your committee’s section of the AREMA website at www.arema.org.

Call for papers - Papers are now being accepted for the AREMA 2013 Annual Conference, being held in conjunction with Railway Interchange 2013, September 29-October 2, 2013 in Indianapolis, IN. The deadline is December 14, 2012. Please visit www.arema.org for more information and to submit a paper online.

Check your e-mail - Did you happen to notice the latest news in the November/December 2012 AREMA News eNewsletter? Be sure to log online and get caught up with AREMA News. Every other month, AREMA will send out a new edition containing important 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.

railway interchange 2013, september 29-october 2, 2013 in indianapolis, in. Registration will open on January 2, 2013. www.railwayinterchange.org. 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 301.459.3200, ext. 705, for more information.

now available: 2013 Communications and Signals Manual of Recommended Practices. Please visit www.arema.org or contact Beth Caruso at 301.459.3200, ext. 701, or [email protected] to place an order and receive the 2013 C&S Manual.

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.

the official arema linkedin group Join the official AREMA LinkedIn Group by visiting www.linkedin.com and searching groups for “American Railway Engineering and Maintenance-of-Way Association.”

Nov. 28-29 Committee 2 - Track Measuring Systems Austin, TX

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

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

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

May 21-22 Committee 15 - Steel Structures Greensboro, NC

Oct. 15-16 Committee 15 - Steel Structures Des Moines, IA

2012/2013 upcoming Committee meetings

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

CSX hosted the Committee 14 Yards and Terminals spring meeting in Perrysburg, Ohio, on April 22 and 23, which included a first-rate field trip to the new CSX Northwest Ohio intermodal terminal near North Baltimore, Ohio. The facility was opened in 2011 and features electric cranes, optical scanners and automated car tracking technologies and remote switches. The field trip was separated into three stations, which included a guided van tour of the entire facility, noting key operating points, presentation of the terminal operations, including its use of yard block swapping and partaking in an overhead crane simulator used to train new operators.


Each month, AREMA features one of our committee chairmen. We are pleased to announce that the November featured chairman is Patrick J. Colliere, chair of Team 40-Engineering Safety Steering.

arema: Why did you decide to choose a career in railway engineering? Colliere: My uncle worked for the Washington Terminal Company for 38 years. I can remember, even at a very young age, his railroad stories about the roundhouse in Ivy City and working on the railroad. The work was hard, but he thoroughly enjoyed going to work every day and coming home safely. After my military career with the Marine Corps, I began working in the construction industry, but longed to have a career on the railroad.

arema: How did you get started? Colliere: A lifelong friend, Barry Riddle, worked for the Washington Terminal Company and knew my uncle. For years, these two men schemed on a plan that eventually led to me being hired as a trackman. It was probably one of the toughest and most dangerous jobs on the railroad, but I loved it.

arema: How did you get involved in AREMA and your committee?Colliere: Many of my co-workers at Amtrak discussed their involvement in AREMA and the benefits of joining this organization. AREMA committees give railroad workers the opportunity to discuss railroad issues that lead to solving problems that are unique to the rail industry. The networking is phenomenal, not only from a technical standpoint, but from a safety standpoint.

arema: Outside of your job and the hard work you put into AREMA, what are your hobbies?Colliere: I love sports and am competitive by nature. Golfing is one of my favorites because it gives me an opportunity to compete, get a little exercise and to interact with family and friends. When I’m not golfing, you can find me riding around on my Harley Davidson motorcycle.

arema: Tell us about your family.Colliere: The family is very large with two children, two step-children and nine grandchildren. My son, Patrick Jr., is a railroad engineer for Amtrak and along with his wife, Anita, has four sons. My daughter, Nancy, is a full-time mother with five children and last year, Nancy surprised us all when she announced she was having twins. Most of our weekends are spent with the

children and grandchildren at sporting events, which make me and Jane very happy. Having this large family and the support of this family is what I treasure the most in life.

arema: If you could share one interesting fact about yourself with the readers of RT&S, what would it be?Colliere: Earlier, I mentioned my love for sports and continue to enjoy my grandchildren playing sports. Youth football was my passion when I was younger, but when my son took an interest in baseball, my passion changed a little. Pat went on to play college baseball at the University of Maryland before coming to work at Amtrak.

arema: What would you say is your biggest achievement?Colliere: My family, which is very close. Most weekends you can find us all together, including my brother’s and sister’s families, having a barbeque and enjoying each other’s company.

arema: What advice would you give to someone who is trying to pursue a career in the railway industry?Colliere: Working on the railroad is a great oppor-tunity. Most people who work in this industry do so until they retire and that just doesn’t happen in other industries today. Railroads continue to change with new technologies that make our trains run safer and faster. As a result, career opportunities will continue to exist for individuals looking for challenging work, growth and a rewarding career.

Getting to know Patrick J. Colliere

patriCk J. ColliereChair, Team 40, engineering safety steering safety Officer, engineering amtrak



arema news


reflections on a Half Century of railway engineering and some related subjects© Railway Memoirs by William G. Byers, PE Price $15.00.

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.)

Portfolio of Trackwork Plans©

New Edition NOW AVAILABLE 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].

In MemoriamAREMA is deeply saddened by the recent and tragic loss of two members, supporters and friends of our association, Vincent “Vinnie” Vaccarello, president of All Railroad Services Corporation and Patsy Crisafi, president of Roadway Worker Training.

The following excerpt is taken from the press statement released by Vinnie’s friend and business partner, co-president of All Railroad Services Corp., Mike Heridia:

“Tragically, on October 3, 2012, while traveling on a business trip, the CIRRUS SP 22 personal aircraft, crashed in Gary, Ind., one mile short of the runway. The railroad industry, the organizations that support rail service operations and the marketplace have lost two dynamic and vital members of their community.”

In lieu of flowers, both families have asked that donations be made to the following organizations:

The Vaccarello family has asked that donations be made to the San Juan Del Rio’s “Building Fund.”

The Crisafi family has requested that donations be made to St. Rita’s Cemetery Care Fund, the ASPCA, Humane Society or Big Brothers Big Sisters of America.

Both Vinnie and Patsy will be greatly missed and we ask that everyone keep their families in your thoughts and prayers.

Have a Safe Day.

now aVailaBle

new puBliCation

PRODUCTS


Gas impact wrenchHougen Manufacturing, Inc., introduced the Trak-Star® Gas Impact Wrench, Model GW12, which offers operator comfort and maximized performance. The wrench is designed for one-man operation and has several features that the company notes results in less operator fatigue and efficient installation and removal of rail joint bars. It provides high torque for removal of rusted or frozen nuts and it’s compact size and lightweight construction offer increased operator ergonomics and includes vibration-reducing handle grips. Phone: 866-245-3745.

Hi-rail motor graderRail Construction Equipment Co. released the Rail Blade, a hi-rail motor grader. Whether it’s fighting snow, replacing or tamping ties, undercutting or regulating ballast, RCE notes the John Deere-crafted Rail Blade offers versatility and customization. Designed in tandem or six-wheel-drive configurations, the Rail Blade comes standard with brawny blades and equipped with heavy-duty durability and uptime-boosting features. The machine has a Tier 4 emissions-compliant engine and round level daily service check points. Featured attachments include front and rear scarifier options and dual snow wings with front V-plow for snow fighting applications. The system provides three friction drive solid axles and includes on- and off-track capability. Phone: 630-640-3160.

40 Railway Track & Structures Agusut 2012 www.rtands.com40 Railway Track & Structures November 2012 www.rtands.com

CALENDAR

NOVEMBER11-13. ASLRRA Southern Region Meeting. Renaissance Ross Bridge Resort. Birmingham, Ala. Phone: 202-628-4500. Website: www.aslrra.org.

DECEMBER5. CWR and Thermal Forces Workshop. Orlando, Fla. Contact: Dave Peterson. Phone: 800-462-0876. E-mail: [email protected]. Website: http://epd.engr.wisc.edu/emaN687.

6. Understanding and Complying with FRA 213 Track Safety Standards. Orlando, Fla. Contact: Dave Peterson. Phone: 800-462-0876. Website: http://epd.engr.wisc.edu/emaN688.

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/.

MARCH14. 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.

Statement of Ownership, Management, and Circulation

1. Title of Publication: RT&S Railway Track & Structures2. Publication Number: 860-5603. Date of Filing: September 30, 20124. Frequency of issue: Monthly5. Number of issues published annually: 126. Annual Subscription price: $467. Mailing address of known office of publication: Simmons-Boardman Publishing Corporation, 345

Hudson Street, 12th floor, New York, N.Y. 10014 Contact: Robert Sinclair. 212-620-72418. Mailing address of the Headquarters of General Business offices of the publisher: Simmons-Boardman

Publishing Corporation, 345 Hudson Street, 12th floor, New York, N.Y. 100149. Full names and mailing address of publisher, editor, and managing editor: Publisher, Mr. Jonathan Chalon; Simmons-Boardman Publishing Corporation, 345 Hudson Street, 12th Floor, New York, NY 10014; Editor, Ms. Mischa Wanek-Libman; Simmons-Boardman Publishing Corporation, 20 S. Clark Street, Suite 1910, Chicago, IL 60603; Managing Editor, Ms. Mischa Wanek-Libman; Simmons-Boardman Publishing Corporation, 20 S. Clark Street, Suite 1910, Chicago, IL 6060310. Owner: Mr. Arthur McGinnis, Jr., Ms. Pat McGinnis, Simmons-Boardman Publishing Corporation, 345

Hudson Street, 12th Floor, New York, NY 1001411. Known bondholders, mortgagees, and other security holders owning or holding one percent or more of

total amount of bonds, mortgages, or other securities: None12. Tax Status: Has Not Changed During Preceding 12 Months13. Title of Publication: RT&S Railway Track & Structures14. Issue Date for Circulation Data Below: September 1, 201215. Extent and nature of circulation: Average no. copies of each Actual no. copies of single issue during preceding issues published nearest 12 months to filing date

A. Total no. of copies (net press run): 9869 9558

B. Paid circulation (by mail and outside the mail):

(1) Mailed outside-county paid subscriptions stated on PS Form 3541(include paid distribution above nominal rate, advertiser’s proof copies, and exchange copies) 6895 6852

(2) Mailed in-county paid subscriptions stated on PS Form 3541(include paid distribution above nominal rate, advertiser’s proof copies, and exchange copies) NONE NONE

(3) Paid distribution outside the mails including sales through dealers and carriers, street vendors, counter sales, and other paid distribution outside USPS® NONE NONE

(4) Paid distribution by other classes of mailthrough the USPS (e.g. First-Class Mail®) NONE NONE

C. Total paid distribution(sum of b. (1), (2), (3), and (4): 6895 6852

D. Free or nominal rate distribution (by mail and outside the mail):

(1) Free or nominal rate outside-county copies included on PS Form 3541: 2443 2408

(2) Free or nominal rate in-county copies included on PS Form 3541: NONE NONE

(3) Free or nominal rate mailed at other classesthrough the USPS (e.g. First-Class Mail): NONE NONE

(4) Free or nominal rate distribution outsidethe mail (carriers or other means): 263 220

E. Total free or nominal rate distribution (sum of d (1), (2), (3) and (4)): 2598 2628

F. Total distribution (sum of c and e): 9493 9480

G. Copies not distributed 376 78

H. Total (sum of f and g): 9869 9558

Percent paid and/or requested circulation (c/f x 100): 72.63% 74.00%

Maureen Cooney, Circulation Director, September 30, 2012

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

A&K Railroad Materials, Inc. 800-453-8812 801-972-2041 [email protected] Cover 4

Ames Construction, Inc. 952-435-7106 -- [email protected] 25

Ansaldo STS 800-652-7276 -- [email protected] 21

AREMA Marketing Department 301-459-3200 301-459-8077 [email protected] Cover 3

Brandt Road Rail Corporation 306-791-7533 306-525-1077 [email protected] 2

Danella Rental Systems, Inc. 610-828-6200 610-828-2260 [email protected] 8

GENSCO America,Inc. 416-465-7521 416-465-4489 [email protected] 6

Herzog Services, Inc. 816-233-9002 816-233-7757 [email protected] Cover 2

Holland Co. 708-672-2300 ext. 382 708-672-0119 [email protected] 9

HYTORC 201-512-9500 201-512-9615 [email protected] 7

L.B. Foster Co. - Friction Management 412-928-3506 412-928-3512 [email protected] 4

North American Rail Products Inc. 604-946-7272 888-692-1150 [email protected] 20

NMC, Inc. 402-891-7745 866-662-779 [email protected] 19

NRC 202-715-2920 202-318-0867 [email protected] 10

RAILCET 866-724-5238 217-522-6588 [email protected] 22

Rail Construction Equipment Co. 866-472-4570 630-355-7173 [email protected] 27

RailWorks Corporation 866-905-7245 952-469-1926 [email protected] 26

Railway Educational Bureau, The 402-346-4300 402-346-1983 [email protected] 30, 39

TÜV Rheinland Rail Sciences, Inc. 203-426-088 ext.169 203-426-4009 [email protected] 5

voestalpine Nortrak Inc. 307-778-8700 307-778-8777 [email protected] 23

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 Sales


gEnERAL SALES OFFICEJonathan ChalonPublisher (212) 620-7224345 Hudson St. Fax: (212) 620-7224new 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]

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]

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

800.822.9246www.merciers.comMERcIER’S

ProDucts anD services

neW & useD eQuiPMent

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. Up to 20 car spots. 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 60 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 at Ray’s Transportation, 55 Windsor Highway (RT.32), New Windsor, NY.

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

[email protected]


2011 NRC SAFETY AWARD WINNER

Hi-Rail Section TrucksTelescoping & Articulating Cranes

Hi-Rail Grapple TrucksMagnets & Self Propelled

ALSO AVAILABLEHi-Rail Pickup TrucksHi-Rail Mechanics TrucksHi-Rail Aerial Devicesand more...

The Strength To Deliver

Hi-Rail Welder Trucks

ASPENEQUIPMENT.COM/RAIL877-888-9370

advertise todayClassified & Professional DirectoryRAILWAY TRACK AND STRUCTURESRAILWAY TRACK AND STRUCTURES



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

Rotary Dump

Crew Cab Boom Truck

Also: ■ Heavy Duty Push Carts ■ Hytracker, Stone Cars, Pettibone

■ DMF & Fairmont parts, service, installation

Est. 1910

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

Pickup

Grapple Truck

Utility Pick up

Hirail Gradall w/opt. Brush Cutter

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 Mike 218-686-7376 • 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: 618-288 6698 • Fax: 618-288-6877e-mail: [email protected] web site: www.brownrr.com

QTY MAKE DESCRIPTION ENGINE MODEL PRICE 4 Nordberg Spike Drive-Dual Diesel Super B $6,500 1 Nordberg Spike Drive-Dual Diesel B $7,500 2 Geismar E Clip Applicator Gas AP21 $6,750 1 Cannon Undercutter Diesel G04 $38,500 1 Racine Anchor Applicator Diesel AF $11,500 5 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 2 Kershaw Cribber Diesel 16-3 Lease 1 Safetran Bolt Machine Gas C $6,500 4 Geismar Truck Jacks Diesel PUM $35,000 2 Shop Rail Pullers Gas D $6,500 200 Fairmont Motor Cars Gas All $2,500+

B

The Texas and Northern Railway Company, aSubsidiary of Transtar, Inc., located in Lone Star, TX, is

Seeking candidates for the following position:

Track Supervisor – 2983BR

Please review position qualifications and submit yourresume through the Employment Opportunities section

of our website at www.tstarinc.com

Transtar is an Equal Opportunity Employer

eMPloyMent

www.rtands.com & www.railwayage.com

Find your rail industry job opportunities at


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


RT&S Classified SectionCraig Wilson 212-620-7211

[email protected]

r r s TM

ATTENTION RAILROAD CONTRACTORSAND ENGINEERS

Wanted to buy: locomotive (running or not), tank cars, for parts. Also car bodies (flatcars) for 150-ton and 300-ton railroad crane. Mowing and cleaning the right of way. Chemical spraying on railroad abandoned property. Want to buy a railroad siding in the Western USA and one in the Eastern USA. Also want to obtain railroad property with rail, road service, truck and barge terminal. Also for unloading trains, barg-es, cut up locomotive, railroad rolling stocks and loading truck for heavy loads. Selling of railroad parts and buyer of salvage surplus material. Rebuilding parts for resale. Contact Jerry Stanton, ECO Consulting Group, USA Kentock Group Ltd, 215-285-2930, 267-997-8133 phone, fax 215-864-9665, email [email protected].

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

Documents

RT&S 1112