RT&S 1012

October 2012 | www.rtands.com

Track inspection

Bridge maintenance

And AlsO

AREMA news p.47

plus

Annual Crosstie Report

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

October 2012

Contents News

5 Industry Today 5 Supplier News

6 People

Columns

3 On Track PTC: A question of safety?

11 NRC Chairman’s Column From AREMA to the NRC

Special Report

32 Research report: University of Illinois concrete crosstie group fastens up research challenges

Features

18 2012 annual crosstie report

Wood remains the dominate material in the crosstie market, but concrete, composite and steel ties are finding their place in the industry.

34 Keeping track in check with inspections

A good track inspection can help plan for maintenance, as well as give a tip off to any potentially dangerous issues.

42 Rehabbing an international bridge

Bridge rehab is complicated enough, but add in dealing with two different countries and the real fun begins.

18

RAILWAY TRACK AND STRUCTURES

Members of the Railway Tie Association walk through stacks of wood crossties.

Story on page 18.

Departments14 TTCI R&D

47 ARemA News

54 Products

56 Calendar

57 Advertisers Index

57 Sales Representatives

58 Classified Advertising

59 Professional Directory

42

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34


Vol. 108, No. 10Print ISSN # 0033-9016, Digital ISSN # 2160-2514

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RAILWAY TRACK AND STRUCTURESOn Track

PTC: A question of safety?Deborah Hersman, chair of the

National Transportation Safety Board, gave the keynote address

at the AREMA 2012 Annual Confer-ence & Exposition on Sept. 17. Her speech posed the question: What can be done to improve safety? Good question.

She stated that safety flows back to choices individuals make everyday and called on the industry to be leaders when it comes to promoting safety.

Hersman pointed out that it is not a single action that results in an acci-dent but a series of events leading up to that accident. She gave three exam-ples of events where a better aware-ness and commitment to safety would have prevented accidents and saved lives. One of those events was the Chatsworth Metrolink crash. Regard-ing Chatsworth, Hersman said that safety is more than rules and policies; sometimes it requires redundancy.

The next day, Sept. 18, at a PTC panel discussion moderated by Bob DeMarco, RT&S’ publisher emeritus, the question of whether PTC was an effective safety measure was brought up. The short answer given by one of the panelists was yes, PTC would prevent a list of accidents. However, there is a much longer list of accidents that PTC would not prevent.

Thinking and researching on this a bit more, I came upon a Congressional Research Service Report prepared for members and committees of Congress from July 2012 titled Positive Train Con-trol (PTC): Overview and Policy Issues by Jeffrey C. Peters and John Frittelli. While CRS Reports are available by request through your elected officials, this one is available under the publications tab of www.purdue.edu/research/gpri thanks to Peters’ affiliation with the university.

This CRS Report tackled PTC from a variety of angles and directly addressed the safety issue saying that while PTC promises benefits in terms of safety, the costs and other policy-related issues

threaten its implementation.Citing the FRA’s Railroad Safety

Statistics, the CRS Report read, “…the majority of train-related fatalities are due to interactions with vehicular traffic at highway-grade crossings or trespassing on railroad property rather than train collisions or derailments. In 2009, four fatalities occurred from train collisions or derailments, 247 fatalities occurred at highway-rail grade crossings and 417 fatalities resulted from trespassing on railroad property or right-of-way.”

The report also stated, “Although many serious incidents due to error by train engineers or dispatchers could be prevented by PTC, PTC is expected to prevent less than two percent of the approximately 2,000 railroad collisions and derailments that occur annually. The majority of these 2,000 incidents occur in rail yards and are generally less severe than PTC-preventable accidents.”

PTC’s estimated $10 billion price tag is, on average, one year’s worth of infrastructure investment for the North American railroad industry. For the equivalent of one year, no new crossties, no bridge rehab, no track renewal, no preventive maintenance, just PTC, all to prevent less than two percent (or roughly 40) of the average 2,000 incidents. Not quite the bang for your safety buck is it?

Safety is the number one goal of this industry, but PTC is not the most effec-tive way to reach it. Despite the talk of a PTC extension, the law remains and come 2015, all systems must be ready. I am curious to what the 2016 safety statistics will report and if we’ll see any sort of PTC bump? I also wonder what results we would see if we sunk $10 bil-lion into grade crossing safety?

Mischa Wanek-Libman, Editor


The Denver Regional Transportation District awarded AECOM a contract for final design of the North Metro Rail Line.

Crosstown Transit Constructors, a joint venture of Obayashi Canada Ltd., Kenny Construction Company, Kenaidan Contracting Ltd. and Technicore Underground Inc., was awarded the Metrolinx Eglinton-Scarborough Crosstown tunnel construction contract.

ENSCO, Inc., delivered the TrackIT Track Chart Management System to Amtrak.

Invensys Rail’s PHW subsidiary was awarded a sub-contract to install a microprocessor-based PTC system onboard all of Southeastern Pennsylvania Transportation Authority’s transit rail vehicles.

John Burns Construction of Orland Park was awarded a construction

Twin Cities Central Corridor has own “golden spike” moment Crews joined the Twin Cities’ Central Corridor light-rail track to exist-ing Hiawatha l ight-rail track in early September when they welded the two lines together between the Metrodome and Cedar Riverside LRT stations.

“This connection will create a 63-mile passenger rail network for the Twin Cities, 11 miles for Cen-tral, 12 miles for Hiawatha and 40 miles for North-star. The network wil l increase to 78 miles when the 15-mile Southwest LRT line begins service in 2018, four years after Cen-tral Corridor,” said Mark Fuhrmann, the local program director for New Starts rail projects, which includes Central and Southwest.

While track installation and rail welding will continue throughout the remainder of the year on the Central Corridor, the joining weld is a significant milestone.

“This weld is our own version of the golden spike for the transcontinental railroad as it connects the Twin Cities of St. Paul and Minneapolis,” Fuhrmann said. “By connect-ing Central Corridor Green Line with the Hiawatha Blue Line, we will expand environ-mentally friendly, affordable transit options for residents of St. Paul, Minneapolis and the region.”

The weld is the latest in a string of project milestones the project has reached dur-ing the summer, including six LRT stations that are structurally complete, joining the Westgate, Raymond Avenue, Robert Street and Union Depot stations, installation of the first traction power substation, one of 14 that will help to power the light-rail vehicles and the project is on its way to achieving the 75 percent completion milestone by the end of the year.

Supplier NewS

INDUSTRY TODAY

The weld linking the Central Corridor LRT line to the Hiawatha LRT line occurred Sept. 5, 2012, on the flyover or train bridge built over Interstate 35W in Minneapolis between the Cedar and Riverside and Metrodome LRT stations. Miguel Ayala of Herzog Contracting Corp. of St. Joseph, Mo., watches his handiwork.Photo courtesy of Central Corridor LRT.

INDUSTRY TODAY

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

AeCOM Technology Corporation appointed Thomas Peck to senior vice president and chief information officer.

Anacostia rail Holdings appointed Michael Stolzman to president of the Louisville and Indiana Railroad and Otis Cliatt to president of Pacific Harbor Line.

Canadian pacific appointed Michael Redeker to vice president and chief information officer, effective October 15, 2012.

Colo railroad Builders appointed Wade Hoffmann to vice president of business development, Dave Leehy to corporate controller and Michael Payne to director of health and safety.

DataTraks hired Kathryn Moore as a development engineer.

las Vegas railway express, inc., appointed Penny Stegeman to chief operations officer, passenger services.

Massachusetts Department of Transportation appointed Beverly Scott to general manager of the Massachusetts Bay Transportation Authority and MassDOT Rail and Transit Division Administrator.

Metrolink appointed Michael DePallo to chief executive officer of the Southern California commuter rail service.

New York City Transit appointed Herbert Lambert to chief transportation officer, rapid transit operations.

railworks Corporation named Ed Kennedy president of RailWorks Track Services, Inc., and Daniel Brown to corporate equipment manager.

Sound Transit hired Michael Harbour as deputy CEO.

Timken Company appointed Philip Fracassa to senior vice president of planning and development.

union pacific named Joe Santamaria vice president engineering, Randy Blackburn vice president transportation and David Connell regional vice president northern region.

Vossloh Fastening Systems America appointed Sara Rzewnicki to product engineer for the company.

watco Transportation Services appointed Keith Barksdale to assistant vice president of transportation safety, Phillip Allen to chief engineer of structures, Rik Rainville to vice president corporate railcar services and Scott Cassidy to general manager of Yellowstone Valley Railroad.

watco Mechanical Services named Wi l l i am Page environmental health and safety manager for its Marshall, Texas, location.

peOple

INDUSTRY TODAY


Supplier NewS

contract for the Cicero Station on Metra in the Chicago-area.

Kiewit Infrastructure Corporation of Chicago was awarded a $220.1-million contract from the Chicago Transportation Authority for the Red Line South reconstruction.

L.B. Foster Company completed of the sale of Precise Structural Products to Cianbro Fabrication and Coating Corporation.

RailComm was selected to provide a wireless remote control derail system for Amtrak’s facility in Seattle, Wash.

Wisconsin doled out six state awards total-ing $11,955,358 that will be used to con-struct freight rail-related facilities and pre-serve and upgrade rail infrastructure as part of overall efforts to support job growth and Wisconsin’s economy.

“Wisconsin’s freight rail system plays a major role in our state’s economy, moving raw materials to industry and finished products to markets,” Governor Scott Walker said. “These awards will help support economic growth in

communities across our state and help ensure Wisconsin remains open for business.”

The Wisconsin Department of Trans-portation (WisDOT) is administering six loans totaling $6,118,595 through the Freight Railroad Infrastructure Improve-ment Program (FRIIP). WisDOT is also awarding two grants totaling $5,836,763 to be distributed through the state’s Freight Railroad Preservation Program (FRPP).

An FRPP grant was awarded to Escana-ba and Lake Superior Railroad for bridge replacements along its mainline from Green Bay to the Michigan state line. The second FRPP grant was awarded to the Wisconsin & Southern Railroad for bridge rehabilitation and replacement.

The FRIIP loans were given to compa-nies that were in need of enhancing capac-ity at rail-served facilities.

Twelve freight railroads operate in Wis-consin on a system of more than 3,500 miles of track and move an estimated 190 million tons of commodities every year.

wisconsin awards $12 million to enhance freight rail

Wisconsin and Southern Railroad/Bill Gardner.

INDUSTRY TODAY


The U.S. Department of Transporta-tion awarded more than $74.8 million to the Commonwealth of Virginia to continue development of the South-east High-Speed Rail Corridor. The funding will help improve passenger and freight rail service between Virgin-ia and Washington, D.C., and reduce delays on the Virginia Rail Express (VRE) commuter service.

“The Southeast High-Speed Rail Corridor between Charlotte and Wash-ington, D.C., serves one of the fastest growing regions in the country, which is why it is critical to eliminate conges-tion points so that intercity passenger, freight and commuter rail can all run smoothly without delays,” said U.S. Transportation Secretary Ray LaHood. “This is a great example of how federal, state and local governments are work-ing with rail carriers to build capacity and improve service for the public.”

The project will build up to 11 miles

of third track and related improvements from Arkendale in Stafford County to Powell’s Creek in Prince William County, Va. The third track will provide the capacity needed for higher speed trains on the Southeast Corridor to operate without conflict from freight and commuter trains. On a daily basis, 40-50 freight trains, 10 Amtrak trains and 14 VRE trains operate over this segment and the addition of a third

track will allow for traffic to flow un-impeded. In addition to adding a third track, the project includes final design and improvements to the station at the Quantico Marine Base in Quantico, Va.

When completed, the corridor will have at least eight high-speed trains traveling at 110 mph between Char-lotte, N.C. and Washington D.C. Travel time between Charlotte and Washing-ton, D.C., will be reduced by up to three hours and travel time between Richmond, Va., and Washington, D.C., will be reduced by 35 minutes. The Southeast Corridor is one of five origi-nally proposed high-speed passenger rail corridors designated by the U.S. Department of Transportation in 1992. It is part of an overall plan to extend service from the existing high-speed rail on the Boston to Washington Northeast Corridor to points in the Southeast. Future plans for the Southeast High-Speed Rail Corridor call for extending service from Charlotte to Atlanta.

In other high-speed rail news, the California High-Speed Rail Authority received a Record of Decision from the Federal Railroad Administration that approved the CHSRA’s project align-ment from Merced to Fresno, allowing construction to begin next year.

The Merced to Fresno section is the first of several key project sections that make up the backbone of a high-speed rail system that will ultimately connect millions of Central Valley residents to San Francisco and Los Angeles in less than two hours.

“Today is a significant move forward for California’s high-speed rail system,” said Dan Richard, chair of the Califor-nia High-Speed Rail Authority’s Board of Directors. “Governor Brown’s lead-ership brought major improvements to the plans, management and delivery of high-speed rail and has in large part made this day possible. The authority is committed to a close partnership with the public in the building of high-speed rail. Currently, we are gathering public comment on our environmental docu-ments for the Fresno to Bakersfield section and we look forward to again delivering an alignment that is the best for the communities along the route, as well as for all Californians.”

HSr update: Virginia receives federal funds, California receives federal green light

Photo: California High-Speed Rail Authority.

INDUSTRY TODAY


Supplier NewS

Siemens received a multi-million dollar order from Ansaldo Honolulu JV to electrify the track for the Honolulu rail transit system.

Unitrac Railroad Materials, Inc., a wholly-owned subsidiary of Healey Railroad Corporation, received a $3.4-million award for a Kansas Department of Transportation project.

Wabtec Corporation acquired Mors Smitt Holding, a manufacturer of electronic components for rail and industrial markets, from the investment company Eurazeo PME, for about $88 million.

The Regional Transportation Authority unveiled a plan to fund capital improve-ments for transit systems across Chicago and the suburbs.

The $2.5 billion initiative stands to improve overall experiences and travel times for Chicago Transportation Author-ity, Metra and Pace riders, while also help-ing to lower each agency’s operating costs – all while placing no additional burden on riders or taxpayers.

“System-wide, riders are suffering from an aging infrastructure that’s only dete-riorating further because there just aren’t enough funds to properly repair what needs to be fixed,” said John S. Gates, Jr., chairman of the RTA board.

The plan calls for issuing a series of bonds over the next five years, averaging about $500 million in capital improve-ment dollars each year. While each agency would be able to prioritize the projects to fund, the RTA has an existing list of backlogged projects it will reference before

approving expenditures.The CTA, Metra and Pace are facing

a massive shortfall in state and federal funding for capital projects over the next five years. Only $700 million has been budgeted for improvements with those agencies each year – far less than the $1.3 billion needed just to keep the system from getting worse.

In seeking approval to issue the bonds, the RTA is also proposing streamlining the funding process for public transporta-tion. The RTA is proposing moving from a complex funding formula to a vastly sim-pler, more regional approach, which will allow the service boards to maintain their current revenue.

This proposal calls for dividing bonding funds in the same manner as dividing of public funds – CTA receiving 56 percent, Metra 32 percent and Pace 12 percent. These are the same proportions received in 2012. The RTA plan will be introduced in the January 2013 legislative session.

Chicago-area rTA proposed billion-dollar capital improvement plan

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

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]

Having just returned to the field from the AREMA Conference in Chicago, my belief in the value of the well-attended and well-managed conferences in the rail industry has been renewed. The AREMA Conference was full of important speakers sharing their knowledge on all aspects of the rail industry, the exhibit hall was packed with companies demonstrating their latest products and services and the corridors of the hotel were teeming with old friends and new contacts galore.

Other great conferences in our industry every year include the American Short Line and Regional Railroad Association’s Annual Conference in the spring, APTA’s Rail Conference in the summer and the ASLRRA’s series of regional meetings in the fall. I just attended the ASLRRA Central Pacific Meeting in Minneapolis a few weeks ago and it was another well-attended, informative, productive and enjoyable event.

The upcoming NRC Conference and joint NRC-REMSA Exhibition promises to be a similar experience. This year’s version 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.

Some of the speakers who are expected to be at this year’s conference include Dale Ophardt from CSX, Dave Ferryman from Canadian National, Charlie Stine from Norfolk Southern, Bob Stevens from Florida East Coast Railway, the Chairman of the Board of Chicago Metra Larry Huggins, Anthony Fuller, Paul Worley and Eric Swanson from the North Carolina DOT Rail Division and the ubiquitous rail industry financial guru Tony Hatch. Other

railroads and rail transit agencies that will be represented by key senior executives include BNSF, Union Pacific, Canadian Pacific, Kansas City Southern, Genesee & Wyoming, Watco, All Aboard Florida, New York MTA and Miami Dade Transit.

The exhibit hall is now fully 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 at the discounted group rate, call the resort at 877-563-9762 and mention that you are with the “NRC Conference” or reserve online here: www.nrcma.org/go/hotelreservations2013. This hotel block will sell out, so the sooner you book the better.

Hotel information: www.nrcma.org/go/hotel Travel information: www.nrcma.org/go/travelinfo Attendee registration: www.nrcma.org/form3.cfm Exhibit booth registration: www.nrcma.org/go/exhibition2013

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.

In addition to a full slate of capital spending program presentations, a packed exhibit hall and a series of technical seminars, the NRC staff has promised to carve out a few free moments to enjoy the Miami sunshine in mid-January. The annual golf and fishing tournaments will be held on Friday afternoon January 11, and the hotel sits a stone’s throw from South Beach, so if you’re looking for a productive and enjoyable experience, the NRC Conference is the way to go. I’m looking forward to seeing you all there.

Work safe and keep those around you working safe.

by Terry Benton, NRC Chairman

From AREMA to the NRC


TTCI R&D

Transportation Technology Center, Inc., has incorporated a traditional weld process (stick or wire) to a standard thermite weld process to improve the overall running surface performance under heavy-axle-loads.

During production of the thermite weld, a weld bead is applied over the heat-affected-zone (HAZ) of the thermite weld immediately after shearing to alter the underlying HAZ profile. The additional step adds little to no time to the overall process. Initial trials at the Facility for Accelerated Service Testing, Pueblo, Colo., point to significant reductions in weld degradation under service conditions and improvement in weld life.

Weld degradationMany modern head-hardened rails exceed 400 Brinell hardness, while the softened regions of weld HAZs remain around 260 Brinell. Figure 1 shows hardness profiles for newly-installed thermite welds and illustrates the increased disparity in hardness between the high-strength rail and soft HAZ compared to standard strength rail and HAZ. The drop in hardness in the HAZ is a result of the weld thermal cycle that essentially erases any benefit gained by the thermomechanical processing of the rail during manufacture. The heat from the weld activates the diffusion of carbon in the outer region of the HAZ (furthest from the weld) that causes the pearlite microstructure to degrade into spheres of iron carbide in a relatively soft iron matrix.1

The difference in hardness between the HAZ and rail for high-strength rails accentuates the batter that occurs at the running surface, which in turn accelerates weld degradation. Wheel impacts caused by batter contributes to all other major weld failure modes including shelling, vertical and horizontal fatigue fractures and internal transverse fatigue fractures in the railhead.

Several options exist for remediating HAZs in revenue service, such as heat-treating and mechanical peening, but they all require additional visits to the weld site and additional track time. Instead of looking into post-weld remediation, TTCI focused on two potential techniques to mitigate HAZ formation during the thermite weld process itself. These techniques added minimal additional effort or time and eliminated the need to revisit the site.

Chill blocks placed on the rail over the area that the HAZ forms remove heat at the running surface resulting in a smaller overall HAZ width. Stick or wire welds made directly over the area that the HAZ normally forms modify the shape of the HAZ by pushing the soft region of the HAZ away from the thermite weld and significantly

TTCI develops heat-affected-zone treatment to slow degradation of thermite welds in track.

Development and evaluation of: improved welding methods

by Daniel Gutscher, senior engineer, TTCI

Figure 1 illustrates that a dip in HAZ hardness is more severe in high-strength rails.


Development and evaluation of: improved welding methods

narrow its width. After analyzing the advantages and disadvantages of both processes, TTCI elected to pursue the weld overlay of the HAZ as the process with greatest potential benefit and range of application.

Weld overlay treatmentThe basic treatment involves making a weld bead directly over the area where the HAZ normally forms. The weld is made immediately after shearing and before rough grinding. Depending on individual railroad weld practice for rough grinding, applying the overlay generally should not add a significant amount of time to the overall process. Making the weld immediately after shearing takes advantage of the heat from the thermite weld that acts as both preheat and interpass heat necessary to make a sound overlay weld on the rail. The overlay weld is made approximately 0.25 inch away from the edge of the thermite weld metal and is limited to 0.75-to one-inch wide. The overlay weld is ground flush to the rail during finish grinding of the thermite weld.

Figure 2 shows a macroetch of an overlay treated HAZ that reveals the thermite weld metal, softened region of the HAZ and the overlay weld material. As described earlier, the overlay weld is made over the original HAZ and does not intersect the weld metal. Normally, the wider, softened HAZ, indicated by the lower arrow, would extend straight upward to the running surface. However, the heat from the overlay weld forces the softened HAZ to turn away from the thermite weld and narrows it by as much as 75 percent. Figure 3 compares the hardness profile of a treated thermite weld with a conventional (untreated) thermite weld.

As Figure 2 shows, the depth of the overlay weld is very shallow after finish grinding is performed, which raises a question about what happens with

subsequent rail grinding. Rail grinding will not eliminate the beneficial changes in the HAZ even if it completely removes the overlay material. The primary benefit in the treatment is not due to the overlay of the HAZ with a hard weld material, but is due to the changes in the shape of the HAZ resulting from the overlay. With periodic grinding, the overlay material will be quickly removed, but the benefit will remain because of the modified shape of the HAZ.

TTCI installed a series of preliminary test welds at FAST to gage the ease of application and the effectiveness of mitigating running surface degradation. The welds were installed in pairs (each end of a plug) in which one thermite weld received weld overlay treatment of the HAZ and the other did not. This ensured that both thermite welds were in the same track environment and

received the same traffic and tonnage. The welds were installed in the high-rail of a six-degree curve at FAST. Figure 4 shows the visual appearance of the welds at 60 mgt. After approximately 110 mgt, the treated weld showed no visible metal flow associated with the HAZ.

Examination of longitudinal running surface profiles, taken after weld production and at periodic intervals of operation, revealed a strong reduction in dipping near the treated thermite weld that normally occurs at the HAZ on both sides of a thermite weld. The treated thermite weld itself, however, showed progressive dipping typical of thermite welds used in North American railroads. The overlay treatment of the HAZ does not change the running surface hardness of the thermite weld itself. As a result, the thermite welds still batter in service, but no longer

Figure 2 top, shows the running surface (a) and longitudinal cross-section (b) of a thermite weld with a weld overlay treated HAZ etched to reveal macrostructure.

Figure 3 illustrates that soft HAZ for treated weld is narrowed and moved away from the thermite weld metal.

TTCI R&D


experience the impacts associated with dips in the HAZ.

ConclusionsInitial laboratory and in-track testing at FAST indicate that weld overlay treatment of the HAZ can significantly improve the overall performance of thermite welds in service. Changes produced in the HAZ by the overlay process reduce the amount of batter at the running surface, which in turn, reduces the impact loading on thermite welds leading to potential gains in weld fatigue life.

Future TestingTTCI is working with Canadian National to explore different aspects of the weld process and to conduct in-track testing in revenue service. The combined effort will explore the effect of using different rail weld materials and will analyze the effect of cold weather conditions on production and performance of the overlay weld.

TTCI, in cooperation with Orgo-Thermit, is conducting laboratory and in-track testing to determine if additional weld running surface

performance can be achieved by combining the TTCI HAZ treatment with the Orgo-Thermit Head Alloyed Weld (HAW). The HAW produces a weld with improved running surface hardness, but does not alter the adjacent HAZ. The combination of the HAW and the TTCI overlay weld may potentially produce a thermite weld that has both improved HAZ and improved weld running surface performances. Initial in-track test results are expected to be available by spring 2013.

References1. Gutscher, D. March 2011. “Analysis of thermite welds in high-carbon rail steels.” Railway Track & Structures. pp. 16-18, Chicago, Ill.

Figure 4, left, thermite weld with weld overlay treated HAZ exhibiting no observable batter after 60 mgt; right, thermite weld without HAZ treatment exhibiting significant HAZ batter after 60 mgt.


Crosstie

Wood, concrete, plastic or otherwise, the crosstie market is

steady, strong and growing.by Jennifer Nunez, assistant editor

there are many options in the crosstie market. Whether you are looking for a long-known staple such as timber, or a fairly new material found in composites, the technology and inno-

vation is constantly evolving and suppliers are offering railraods improved products in 2012.

rtA“The market’s direction is very encouraging,” stated Jim Gauntt, executive director of the Railway Tie Association.

According to Gauntt, production’s annual rate of growth is 17.7 percent and purchases are up by almost 19 percent in 2012. During the past 12 months, tie inventories have expanded by 3.3 percent. Yet, due to the increased demand for new wood ties, the inventory-to-sales ratio fell from 0.72 in June to 0.69 in July.

“This means we could still see strong green tie procurement efforts being made going into 2013 to help keep pace with demand,” he explained.

Five to 10 years ago, railroads only had two to three wood preservative choices on how to treat wood ties, he says. Now, with the addition of enhanced treating methodologies using boron-based products to dual treat ties in multiple ways and the AWPA approval of Copper Naphthenate and ACZA for wood ties, railroads have close to 20 possible choices of how to apply wood preservatives to

wood ties. “This increase in diversity of options means that railroads

and wood treaters will have to work together closely to monitor quality control and long-term performance parameters. RTA is in discussions with railroads on how to do this efficiently and effectively,” noted Gauntt.

Freight traffic remaining strong is important, but the commitment and philosophy of railroads to maintain in optimal ways drives a lot of this, says Gauntt. In other words, railroads have decided to continue to invest capital in strong maintenance programs because it pays such high dividends in the long run.

“Increased opportunities, such as the railroads building infrastructure to serve the shale-based oil industry’s growth and continuing to ramp up maintenance investment, are the other interesting factors pulling the market along,” he said.

There are plans on the books for two new treating plants or more to be built in the next couple of years, which Gauntt says is surprising, considering the industry has sufficient capacity to meet current demand. One will come online in 2012 and more should follow.

“This means that our industry believes long-term solid growth in tie demand will ensue,” he explains. “We have also seen a new creosote supplier enter the market. It is an exciting

National Salvage unloading new wood crossties for installation.CheCk in

2012


crosstie check in 2012

time in the industry.”Gauntt says that opportunities are abundant the industry right

now and attributes the best measure of this in the growth of the RTA’s annual conference. Last year, there was 15 percent more participation than the year before. This year, the room block was sold out months in advance and there is a waiting list for the Tampa conference.

“The wood tie industry appears to be the place to be and we are very proud our members are meeting the challenges railroads are presenting to them,” he stated.

rtA researchFour years ago, RTA, in conjunction with Mississippi State University and some Class 1 railroads began a long-term research project on more alternative wood preservatives. This year, phase two begins, including some of the newer preservative technologies. To read more about current and past studies, visit www.rta.org. RTA is updating the TieLife model this year to account for the increase in life expectancy of wood ties when employing dual-treatment processes.

Wood“The past year has seen our company go through an evolution,” noted Shane Boatright, CEO of Boatright Companies. “We are currently building new facilities, which will double our treating capacity and at the same time, striving to meet increased customer demands from our existing one. Growth and opportunity would aptly describe the past year.”

He notes that higher fuel costs have seen increases in raw materials. Boatright is a privately-owned company that carries its own inventory, so it strives to maintain steady pricing while balancing these increases.

Crosstie suppliers have somewhat dwindled in recent years, according to Boatright. Ten years ago there were as many as 15 major players in the marketplace; consolidations have trimmed that to less than half that number.

“While capacity to treat is maintained, those committed to this industry are fewer,” he said. “There is also the continued acceptance of borates. Virtually, all Class 1 ‘roads have adopted some program utilizing Borates in high-decay areas. Also, alternative treatments like copper napthenate as an encapsulate for borates are gaining market share.”

With the growing use of borates to fight decay and termite damage, Boatright says customers are taking major steps to enhance the tie of choice, the pressure-treated wooden crosstie.

“Our company was the first to develop the industrial commercialization process for borates and the first to supply a Class 1, Norfolk Southern, with copper Napthenate over borates as a large part of its 2012 maintenance program. This is how we partner with our customer for a stronger infrastructure.”

According to Thomas Niederberger, vice president marketing and sales at Koppers, Inc., the wood crosstie market has remained quite vibrant throughout 2012 and notes that while Class 1 tie programs have remained relatively consistent, the shortline and contractor market has continued to grow their track structure investments to meet Class 1 interchange requirements, as well as to address specific opportunities, such as the growth of shale and natural gas production.

“Class 1 Capex spending has remained strong in 2012, pretty much across the board, at or near previous levels,” he said. “Expenditures for ties and, for that matter, overall track and infrastructure spending, continues to be a high priority.”

A number of Class 1s are moving toward unit trains to supply ties to their gangs, notes Niederberger. He says that after significant field testing, this method is favorable in terms of downstream productivity and he expects to see more activity in this area in the future.

“As with the Class 1s, the regionals and shortlines have also begun to focus more on the life-cycle-cost of ties installed in the higher-decay zones,” he noted. “We have seen an increase in borate tie RFQs, as well as an increase in general questions on the subject.”



Niederberger says the mild weather pattern experienced for most of 2012 really helped spur solid green tie production from the sawmill industry and the raw material production has allowed the growth of tie inventories to meet the strong customer demand.

“The untreated tie market is pretty much in sync between supply and demand,” he explains. “This situation should keep overall wood raw material prices relatively stable heading into the new year, providing there isn’t a significant weather event heading into winter.”

National Salvage and Service Corporation is a treated wood railroad track product and service provider, specializing in providing “cradle-to-grave” products and services to the railroads, starting with the removal of used crossties, continuing with the recovery of assets through re-sale of ties, as well as grinding of spent ties for fuel and then, restoration of track through its supply of new ties and other treated wood track products. National provides oak and selected hardwood borate/creosote dual treated (BCDT), creosote only treated (COT) and copper napthenate (CuNap) treated crossties, switch ties, crossing and bridge approach ties, crossing panels and bridge ties and timbers. Additionally, the company offers crosstie pre-plating, rail change-out and new tie hi-rail distribution services throughout North and South America.

“Business is booming and as a result, the treating plants we are working with are treating ties 24/7,” explained Jeffrey Broadfoot, vice president of sales, marketing and business development at National Salvage and Service Corporation and president of the Railway Tie Association for 2012. “The tie recycling side of our business has also increased dramatically over last year. We are on track for doubled sales and estimate we will remove, recover and restore approximately seven million ties this year. The railroads continue to accelerate their orders from last year, especially for borate/creosote dual-treated ties. Also, we are seeing more copper napthenate treated ties being specified and used by the railroads, especially by the Class 1s. NS has approved CuNap treated ties and some other Class 1s and shortlines are also currently evaluating CuNap, as well as other alternatives to standard creosote only treated ties.”

He notes the company’s regional, shortline, commuter and contractor business is also very strong.

National currently has agreements with four class 1s to remove and recycle their used ties. Many of the challenges the company faces is finding enough track time, cars and locomotive power to move the quantity of used and scrap ties since freight receives the priority. In order to help, National is now leasing its own large fleet of gondola and centerbeam cars in order to help move the ties.

“On the new tie side, we have vastly increased our sales,” Broadfoot said. “Treated wood crossties and switch ties are installed in 94 percent of all tracks in North America for good reason–they work and they work well. The majority of these ties have been in track for 30–plus years and when they finally need replacing, the railroads use what they know works best for them and for their particular application.”

Only a few short years ago, National had only two or three different ways of treating ties. Today, with the advent of new wood preserving technologies and enhancements to treating, such as dual

Boatright Companies’ new crosstie production plant that is currently under construction in Clanton, Ala.

preservative processes, he notes there are nearly 20 variations that are available for railroads to choose from.

“We are not resting on our laurels,” he explained. “Individual member companies and RTA continue to do research into more and better ways to improve the engineered wood crosstie system’s life-cycle performance.”

The recent flooding in Louisiana and Mississippi caused a few washouts and the affected railroads have been scrambling to fix their track, Broadfoot notes and says this has caused a slight bottleneck in the treating process, but should improve once these washouts are taken care of.

National is working with TASKpro (a research and development consulting firm) to evaluate and develop supplemental treatments for in-track ties and recycled ties to be utilized in lower tonnage tracks. TASKpro has worked in this area for many years and multi-decade studies show that supplemental treatments will increase the life-cycle of the ties by decreasing the effects of wood destroying organisms, such as wood decay fungi and termites.

“We feel that this type of approach will enhance our ability to offer our cradle-to-grave service to the railroad industry,” said Broadfoot.

With the RTA’s annual conference quickly approaching, Broadfoot is filled with anticipation. The conference continues to grow with increased exhibitor presence and greater technical content.

“In addition to our much anticipated Railroad Purchasing and Engineering Forums, this year, we have also added a

shortline and regional railroad forum, a forum on the state of tie recycling and a wood preservation forum, just to name three. Wick Moorman, president and CEO of Norfolk Southern, will be providing the keynote address for the annual general business session luncheon and the Honorable Robert Sumwalt with the National Transportation Safety Board will also be speaking.”

“Since last year, we have not seen a slowdown in the demand for crossties and other treated railroad materials,” said George Caric, vice president of marketing at Stella-Jones, Inc. “Through three quarters we are at record volumes with all our customer groups and have seen the Russellville, Ark., operating facility acquired from Thompson Industries, Inc., on December 7, 2011, provide significant contributions to our overall sales.”

The Class 1s continue to spend capital dollars to invest in their maintenance programs, as well as fund new projects where new and existing customers are switching to shipping by rail. Stella-Jones has had several signature projects this year, including a project with CN to totally rehabilitate a line in Barron County, Wis., to provide rail service to a frac sand supplier.

He says the increase frac sand business for shale gas exploration has filled a void in railroad traffic resulting from lower coal shipments. This has provided the opportunity for infrastructure expansion and new tie demand in this area.

“Regional and shor tl ine demand is strong as new rail business develops,” he explained. “We have also noticed an increase in our industrial market where we are seeing new and existing companies expand rail infrastructure as a result of their continued investment.”

Transit inquiries for 2013 remain strong and they should be in line with what the company saw for 2012, notes Caric. He believes the future growth of transit business will rely on available funds and support from the state and federal levels.

“We are expecting the strong demand for crossties to continue through 2012 and could level off in 2013 as a result of the uncertainty of the outcome of the presidential election this year. We all need to keep the pressure on the House and Senate to support the railroad industry and its suppliers.”



L.B. Foster CXT Concrete Ties installed in track.



ConcreteAs for concrete tie supplier KSA, General Manager Scott Craig says business has been very good for the past year, mainly due to a Class 1 project in the state of Florida.

And as for 2013, Craig noted that, “it is still early to say for sure, but it has the potential to be another good year.”

L.B. Foster CXT Concrete Ties operates two manufacturing facilities in North America, supplying a broad range of end users in the U.S. and Canada. The company has been able to take advantage of growing demand for concrete ties over the past year among heavy-haul, transit and industrial customers.

According to Mark Hammons, national sales manager, the company was a supplier to a number of key projects in 2012.

“We were awarded a contract to provide 89,000 ties for the Sonoma-Marin Area Rail Transit (SMART) project,” he noted. “Our Fastclip ties will be installed on the new San Francisco Bay Area passenger rail system that connects Sonoma County to the Larkspur Ferry Terminal in Marin. We began to ship ties to the general contractor, Stacy and Witbeck Inc./Herzog Contracting Corporation Joint Venture, in June 2012 and will complete delivery during the second quarter of 2013.”

Hammons explains that SMART specified L.B. Foster’s concrete ties over wood ties after researching the environmental and cost benefits of both products. According to L.B. Foster, a SMART project design report notes “...the use of concrete ties resulted in estimated track costs from 10 percent to 15 percent lower than the

use of timber ties using conventional track construction methods. If a mechanized track laying system were to be employed, costs could be as much a 40 percent lower.” The transit agency further stated, “...life-cycle costs for concrete ties are lower than timber ties due primarily to higher maintenance costs for timber ties; greenhouse gas emissions associated with the manufacture and life-cycle of concrete ties appear to be less than timber tie emissions; concrete ties avoid the use of wood preservatives; concrete ties avoid the disposal issue associated with treated timber ties removed from service.”

The company also supplied 11,000 of its ties for the construction of an unloading facility at the Tesoro oil products refinery in Anacortes, Wash. This refinery is at the western end of a railway transport system that will include 800 tank cars carrying 40,000 barrels of crude oil each day from Tesoro’s Bakken Shale operations in North Dakota. The concrete ties will support a high-capacity rail unloading system capable of accommodating four 110-car trains simultaneously. Shipments to the jobsite began by truck in May 2012. The final delivery is scheduled to be completed before the end of 2012.

“L.B. Foster has a long-standing and successful relationship with the Tesoro project’s contractor, RailWorks. The Chehalis, Wash., track construction company has installed CXT concrete ties on many high-profile transit, mainline and industrial systems to minimize life-cycle expenses and assure high performance.” explained Hammons.

Among North American Class 1 railroads, the company continues to supply concrete ties to Union Pacific and expects to supply more than 500,000 ties. In addition, the company plans to supply the Canadian National with 64,000 ties.

Per Hammons, “Our 200S-67 prestressed concrete ties will be shipped by rail to CN sites throughout Canada. Our professional team is working closely with the CN staff to expedite logistics and will complete deliveries by the end of 2012. They have installed more than 3.2 million concrete ties in the past 35 years. This important purchase reinforces its ongoing commitment to the use of concerte railroad ties.”

Looking ahead, Pelle Duong, manager of engineering said, “L.B. Foster envisions a future in which railroads will use data, information, knowledge and ultimately, intelligence as the primary currency of competition as the industry rapidly evolves into the digital age. To further this vision, L.B. Foster’s CXT Concrete Ties business has entered the remote monitoring market by embedding an RFID (Radio Frequency Identification) integrated circuit chip into rail components. The benefit to the railroads is all associated component attributes are easily retrievable in real-time and positioned on an interactive ‘Google’-style map, enabling the efficient application of product life-cycle management principles.”

“Business is continuing to improve over from the lower volumes that we saw a few years ago,” explained Brett Urquhart, sales manager for Rocla Concrete Tie Inc. “The Class 1 railroad concrete tie programs continue to improve on a year-to-year basis. We have seen steady growth in the Class 1 railroad market, combined with a few transit projects of very good volume. We are seeing agencies like RTD and DART continue to improve their rail network and we are

Top, Rocla’s new Pueblo, Colo., site, which is set to begin production in December. Axion’s composite ties installed at Dallas Union Station.



proud to continue supporting these projects with Rocla Concrete Ties.”

Rocla has been working with Class 1 railroads, transit authorities and major ports who use its concrete ties for all new track construction.

Rocla has worked with the RTD in

Denver to vacate its current Denver facility to make way for a new maintenance facility for the RTD Eagle P3 Commuter rail project.

“We are very excited about our new Pueblo, Colo., facility that is set to come online in December of this year to replace Denver,” he noted. “This new facility has

50 percent more capacity than our existing Denver site and is served by both BNSF and Union Pacific railroads. The new plant will allow us to increase our total output for concrete ties to both railroads. We also have much more land to increase our loading and unloading operations and provide other services in the future to the Class 1 railroads.”

Composite/alternative Axion International Inc.’s business has grown significantly over the past year, notes James Kerstein, founder and chief technology officer.

“We are currently the primary composite tie being used by Class 1 freight lines here in the U.S.,” he said. “Axion is also enjoying continued domestic growth and success with a number of passenger/transit line and our progress in various international markets has really been one of the exciting developments over the past year. Internationally, the rail business seems to be moving away from the use of tropical hardwoods and, in many situations, are seeing Axion’s composites as a more suitable alternative than concrete. Domestically, those lines that have begun using our tie have commented about the progress and improved quality of the composites as compared to some of the initial formulations that were tried. As we lock in more and more consistent feedstreams, the variability that was sometimes associated with some of the early composites ceases to be an issue.”

Composites continue to represent a small percentage of the rail tie market.

The use of standard wood ties has a 160-year head start and still represents the least expensive upfront cost to the railroads, he notes.

The use of composite ties is, however, continuing to grow in various track conditions: tangent, curves, mountain areas, high moisture and areas with large temperature swings and in types of usage: crossings, switch sets and bridge ties.

“Axion believes that there is a significant segment of the market that can be served by the longevity associated with composite ties and we will continue to position ourselves as a premium product

IntegriCo’s composite crossties being installed in track. Timber crossties waiting patiently to be installed. Photo courtesy of RTA.



and problem solution,” explained Kerstein“These opportunities present themselves in both domestic and

international markets and are serving to establish and expand the baseline opportunities available to established composite products, such as Axion’s EcoTrax® line,” he said.

Business is good for IntegriCo Composites. IntegriCo’s revenues have almost doubled every year, the past three years running. The company has a growing list of repeat customers and according to Matt McCooe, vice president sales and marketing, during this period, the company has a perfect track record of 100 percent satisfaction based on its ties’ performance in track.

“The recycled plastics composite ties industry is rebounding and interest in trying out plastic ties is there,” he noted. “Transit authorities and Class 1 railroads are showing increased willingness to perform tests to validate what we’ve seen in the positive reports about IntegriCo’s recycled plastic ties. Like most new technologies, composite ties have had some problems in the past, but we’ve solved the issues. We are confident that the transit authorities and Class 1 railroads are going to increasingly install composite ties in some areas and applications.”

IntegriCo produces ties in its own facility in central Texas, allowing the company to continuously do quality assurance and testing on its ties before shipping.

“We need to overcome customer concerns about plastic tie performance issues in track,” McCooe said. “We believe our track record speaks for itself, but IntegriCo is attending trade shows and visiting with customers as we engage in a more active dialogue with the track maintenance community.”

Preservation and life extensionArch Lonza Wood Protection licenses the production of Chemonite® ACZA-treated crossties.

“Our business has been steady since last year,” explained Bob Baeppler, business manager Chemonite Products, Lonza Wood Protection. “We have not seen the increase in volume that we hoped for, but we have seen a broadening of our sales geography; more lines are placing orders. Also, we have heard from treating companies located outside the West Coast, the traditional area for ACZA treatment.

Baeppler believes Chemonite ties will be available nationally without requiring prohibitive freight costs. In the past year, the AWPA added certain hardwoods to its standards for ACZA ties.

“Our business is being driven, or perhaps I should say impeded, by a reluctance to buy a type of treatment that is perceived as new,” he stated. “This is the perception of ACZA, although it has been part of the AWPA standards for 30 years and its predecessor formulation almost half a century before that, for protection of poles, piling and even ties.”

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.

Nisus Corporation is providing two different wood preserva-tives to tie treatment plants around the country. First, Cellutreat® is a disodium octaborate tetrahydrate (DOT) borate wood preser-vative that is used as part of a dual-treatment process and meets

Encore RTP Ride-On Tie Plugger helping to extend the life of wood crossties out on track.



the newly proposed AWPA standard for this application.

“The most common treatment currently being used is a dip diffusion treatment of green ties in a liquid Cellutreat solution,” explained Jim Gorman, vice president of marketing. “The treatment of the green ties before air seasoning prevents seasoning decay (stack burn) that occurs during drying and results in both degrade and loss of tie strength. Seasoning decay contributes to early physical tie failure, as well as spike kill, which is a huge maintenance issue. Cellutreat also prevents corrosion-induced decay, which causes spike kill. Finally, Cellutreat helps improve tie life and reduce

overall costs by protecting the otherwise untreated heartwood (especially oaks and hickories). Nisus also manufactures QNAP® copper naphthenate, the leading green alternative treatment for the treatment of ties. QNAP copper naphthenate has a performance profile on par with creosote, but with an improved safety and superior environmental profile. Cellutreat and QNAP are both non-restricted use pesticides.”

The dual treatment process is moving quickly into the Class 1s, notes Gorman, crediting extensive field research. He explained on September 19, 2012, the AWPA T3 Subcommittee (Crossties) passed a proposal adding DOT pretreatment of

ties at 0.25 pcf DOT minimum retention when over-treated with copper naphthenate or creosote. Balloting of the AWPA full Treatments Committee will follow by year end. Once approved, dual treatment for ties with DOT would be listed in the 2013 Book of Standards.

“The core message we are delivering to the industry is that you can have an effective wood preservative program that improves not only performance, but also the environmental and safety profile of the ties.”

Willamette Valley Company formulates, manufactures and sells CTR-100, a 100 percent solid, no VOC, polyurethane compound for the repair of worn rail seats in concrete ties. WVCO is currently working with ra i l road eng ineer ing departments and leading pad assembly manufacturers to develop longer lasting repair systems in combating the occurrence of rail seat abrasion.

WVCO was chosen to do analytical testing when using the CTR-100 Rail Seat Abrasion formula with the new pad assemblies being offered in the marketplace.

“WVCO is also selling the CTR-100 to concrete tie manufacturers who are working with the railroad engineering departments to pre-coat new concrete tie seats,” said John Murray, vice president of WVCO. “The test results show that the application of a thin film coating of CTR-100 hastens the start of rail seat abrasion by a factor of four times when compared to an uncoated concrete seat.”

WVCO’s SpikeFast technology for wood tie remediation, a non-foam 100-percent solids polyurethane, is being used to repair wood damage that occurs due to plate cut. The same formula used for spike hole filling is now being utilized to repair the void area where the steel plate has displaced the wood fiber. Most of these types of repairs are being done on bridge decks and switch ties.

“WVCO has deve loped and i s commercializing a repair compound, FastPatch LV (low viscosity), which is being used when degradation has occurred in the plastic inserts in concrete ties,” explained Murray. “This compound helps anchor the new insert, cures in 10 minutes and can be torqued in one hour.”

Nisus’ treated timber ties installed. WVCO CTR-10, a 100 percent solid, no VOC, polyurethane compound.



University of Illinois concrete crosstie group fastens up research challenges

Concrete crossties continue to see extensive use in the U.S. and abroad and are widely recognized as a cost-effective method of maintaining track geometry under heavy-axle freight and passenger trains,

but additional benefits could be recognized through increased performance and durability. Railway industry surveys conducted by the University of Illinois at Urbana-Champaign (UIUC) in 2008 and 2012 have identified the most critical challenges and research topics related to concrete crossties and fasteners.

Materials-related research at UIUC is focused on understanding the mechanisms behind rail seat dete-rioration (RSD) and materials properties of concrete rail seats, insulators and pad assemblies that affect RSD mechanisms. Component level research is focused on understanding the behavior of the rail pad and elastic fas-tening system under isolated loads. System level research is focused on gaining a better understanding of how each individual component interacts with other components to affect the overall performance of the crosstie and fas-tening system. UIUC houses a full-scale pulsating load testing machine (PLTM) that is owned by Amsted RPS. This machine allows researchers to simulate field loading conditions on full-scale ties. In addition to this test, a new laboratory test is being designed by UIUC researchers

that will include ballast support and multiple crossties.UIUC has been conducting research on concrete

crossties since 2008 and the award of a FRA research grant under the FRA’s Broad Agency Announcement on Intercity and High Speed Passenger Rail in 2011 allowed the team to grow, increasing the number of faculty and students engaged in this work.

The objectives of the FRA-funded research are three-fold: 1) understand the current state of practice for con-crete crosstie and fastening systems, 2) conduct field and laboratory experimentation to fill voids in our current understanding of the behavior of the tie and fastening system and 3) use mechanistic design to improve recom-mended practices for the design of concrete crossties and fastening systems for U.S. infrastructure.

Laboratory testing of crossties and fastening sys-tems began in 2011 and focuses on system-level behavior. In July 2012, extensive field testing was conducted at the Transportation Technology Center, Inc., (TTCI) using both freight and passenger con-sists that were operated over specially instrumented concrete crossties and fastening systems (see pho-tos). The objective of this testing was to quantify the loads applied at critical interfaces within the crosstie and fastening system, which will provide informa-tion to allow a more effective design of components. Researchers monitored rail stresses, rail seat pres-sures, internal bending stresses within the crosstie, component and system deflections, pad temperatures and insulator stresses using more than 100 channels of instrumentation (see photos). This data is currently being processed and will be available in late 2012.

In addition to laboratory and field experimentation, UIUC is developing a comprehensive concrete cross-tie and fastening system finite element model (FEM) which – when validated with lab and field data – will allow researchers to conduct parametric analyses that will facilitate the development of improved recom-mended practices for the design of concrete crossties and fastening systems. Parametric analyses will allow us to adjust a variety of input and design variables and monitor the output (or performance) of the systems.

Research funding has been provided by the US DOT Federal Railroad Administration (FRA), Amst-ed RPS, Association of American Railroads (AAR), National University Rail (NURail) Center and NEX-TRANS Region V Transportation Center. Additional industry support for the FRA research program comes from Amsted RPS, Amtrak, BNSF Railway, GIC Ing-enieria y Construccion S.A. de C.V., Hanson Profes-sional Services Inc., CXT Concrete Ties (LB Foster) and Union Pacific Railway.

The UIUC concrete crosstie research team, made up of 17 faculty, staff and students is active in AREMA Committee 30 (Ties), Subcommittee 4 (Concrete Tie Technology) and other industry professional groups.

by J. Riley Edwards, Ryan G. Kernes, Marcus S. Dersch and Conrad Ruppert, Jr.


by Mischa Wanek-Libman, editor

targeted maintenance much more affordable.”Balfour Beatty Rail makes use of ongoing research and

development to improve the application of non-intrusive inspection technologies.

“Scientists carry out fundamental research while field- and office-based engineers constantly give our development team feedback on the practical use of these technologies. Our research remains focused on technologies that improve trackbed characterization and data integration for Balfour Beatty Rail clients,” said Atherton.

ENSCOENSCO, Inc., bases its track inspection platforms on an integrated and modular approach, thus allowing freight railroads and transit agencies to scale their inspection equipment to meet a variety of needs from a multitude of inspection vehicle platforms.

ENSCO’s non-contact suite of measurement systems includes its inertial, laser-based Track Geometry Measure-ment System (TGMS) to provide real-time notification of track geometry exceptions; laser-based Rail Profile Measure-ment System (RPMS) to measure the cross-sectional shape and orientation of each rail for wear and cant assessments; laser-based Rail Corrugation Measurement System (RCMS) that evaluates corrugation over four wavelength bands on a section-by-section basis to facilitate rail grinding and replace-ment planning; Third Rail Measurement System (TRMS) that measures third rail height, gauge and temperature against customer provided thresholds allowing transit systems to

P roper trackbed maintenance planning begins with a good inspection. Companies that provide this service are developing a high-tech arsenal aimed at keeping

track in the best shape possible.

Balfour Beatty RailBalfour Beatty Rail, Inc., provides non-intrusive trackbed inspection services in North America and with its partner, Zetica, has developed the Rail Asset Scanning Car (RASC), the “next generation” of trackbed inspection systems. The RASC is a multi-sensored, hi-rail-based vehicle, equipped with the latest ground penetrating radar technology, video, DGPS systems and optional laser profiler to measure ballast and structure profile.

The RASC viewer combines these datasets and aligns them spatially. A desktop application then gives engineers access to trackbed condition metrics and specialized report-ing. RASC reporting includes metrics on ballast fouling lev-els, trackbed layering and local sub-grade problems, such as wet beds. Clients of Balfour Beatty Rail can use this informa-tion to target trackbed maintenance and rehabilitation work.

“The benefits of data integration will be available at lower costs as multi-sensor surveys become routine,” said Steve Atherton, manager of technical services for Balfour Beatty Rail. “Commercially available tools for data visualization are relatively expensive. Despite this, the RASC viewer has demonstrated how practical it is to visualize integrated data-sets using low-cost software. And Balfour Beatty Rail can recommend maintenance activities by combining results from complementary data streams. This has made evidence-based

track inspection gets

high tech“Bells and whistles”

doesn’t quite describe the highly-advanced

technology in use by today’s track

inspection equipment.

Holland TrackSTAR hi-rail track testing vehicle will provide track geometry,

rail wear profile and track gauge strength (GRMS) services.


track inspection

gather critical maintenance information and for rail systems that employ catenary wires, the Overhead Wire Measurement System (OWMS) that measures the wire position and stagger with respect to the running rails to allow for a complete cat-enary assessment. In addition to these non-contact measuring systems, ENSCO also offers its Gage Restraint Measurement System (GRMS) capable of measuring lateral track strength at survey speeds up to 50 mph to locate bad ties and weak track to provide critical inputs for track maintenance and tie replacement planning.

To compliment these measuring systems, ENSCO provides a wide range of video-based track inspection systems to identify and evaluate the right-of-way and critical track components, such as joint bars, ties and the running surface of the rail using its patented machine-vision technology and techniques.

“ENSCO has observed several trends developing in the automated inspection arena. The first is a desire to deploy comprehensive inspection vehicles. What historically were referred to as ‘track geometry vehicles’ are now becoming mobile labs to evaluate all aspects of the track infrastruc-ture using an array of complimentary measurement systems including video inspection technologies,” said Eric Sherrock, senior staff engineer.

“A second trend rapidly developing is movement to auton-omous inspection platforms that provide high quality inspec-tion results from revenue service vehicles using unattended instrumentation with minimal direct involvement from opera-tors,” said Sherrock. “The use of autonomous inspection technologies can result in earlier detection of track defects, allowing for changes in maintenance practices from reac-tive to preventative, ultimately reducing the number of track caused derailments. By making inspection systems autono-mous, data can be collected more frequently without track time being consumed by dedicated inspection vehicles.

“The third observed trend is the adoption of machine vision technology, which provides the benefit of producing high-resolution images of the track components and roadbed to largely replicate the visual inspections that walking track inspectors conduct. State-of-the-art machine vision algo-rithms can be configured to automatically identify component presence or defective conditions in the images for further review from the safety of an office environment. This can ulti-

mately lead to a reduction in walking inspection costs and an improvement in worker safety,” said Sherrock.

ENSCO measuring systems are calibrated prior to delivery and during the commissioning phase of the system to dem-onstrate that each system meets customer specifications. Post delivery, ENSCO offers a preventative maintenance agree-ment that allows the company to work with its customers to ensure accuracy.

“ENSCO continually invests in the advancement of its inspection technology. Its current research initiatives are focused on increasing the capabilities of its machine-vision based inspection products and the enhancement of its auton-omous systems to increase the ability of the systems to facili-tate decisions made by railroad personnel,” said Sherrock.

GREXGeorgetown Rail Equipment Company says the combina-tion of its BallastSaver and Aurora inspection vehicles offer an overall health assessment of the track and its components. Bal-lastSaver is a LIDAR-based track inspection system designed to calculate ballast deficiencies along the track. Aurora utilizes machine-vision technology to automate the inspection process of both wood and concrete ties. Currently, these technologies exist on separate platforms, but they have been designed to be combined into a single inspection vehicle in the future.

GREX says data received from both BallastSaver and Aurora scans maximizes budgets because it allows for accu-rate and effective maintenance by pinpointing troublesome areas in need of immediate attention, as well as areas to include in future maintenance plans.

“Aurora’s ability to inspect the track at up to 42 miles-

GREX’s Aurora displays severe plate cut.


track inspection

per-hour and produce repeatable and accurate assessments is unparalleled. Recently, Aurora’s capabilities have expanded beyond tie condition assessment and rail seat deterioration to now include fastener detection and misalignment, insula-tor condition and crack detection in concrete ties,” said Lynn Turner, vice president marketing and sales.

Turner mentions Aurora’s key developments in 2012 include: improved ability to finding and grading ties in muddy locations, measuring depth of adzing, identifying ties in the vicinity of a joint or weld and filtering out guard rail ties.

BallastSaver scans the existing ballast profile, compares the customer-supplied profile to identify areas of deficient ballast and calculates and ideal profile. BallastSaver can be utilized as a stand-alone service for planning purposes or the survey data can be fed into GREX’s GateSync software for automated

delivery of the ballast using GateSync equipped ballast cars. Recently, BallastSaver technology has also been expanded

to include automated Lateral Instability Detection (LID), which identifies areas exhibiting poor resistance to movement in the lateral plane. The data has also been used to assess the approach of highway crossings at grade, track centers, as well as detecting other physical plant items.

“GREX considers the quality of the data delivered [by] both BallastSaver and Aurora to be of the utmost importance. There are several layers of quality checks that occur with these systems while inspecting and post inspections. GREX BallastSaver and Aurora technicians receive extensive train-ing on every aspect of the system and each inspection vehicle is equipped with an on-board data monitoring system to ensure the quality of the data collected in real time. This on-board monitoring system allows for corrupt or suspect data to be detected in the field and any problems with software or hardware to be corrected immediately. Data analysts also check the quality of Aurora data collections immediately upon arrival. Lastly, it is possible to remotely access the computers on the Aurora inspection vehicles to verify that the data being collected meets the acceptable criteria,” said Turner.

The company says BallastSaver recently participated in tests at TTCI in Pueblo, Colo. The purpose of the tests was to ensure GREX products were capable of producing accu-rate and repeatable results. GREX says it embraces these

MRail’s technology measures vertical track deflection.


track inspection

opportunities and uses them to further refine and develop its systems. Addi-tionally, both technologies undergo a comprehensive annual calibration pro-cess to ensure quality of data collec-tion and prepare the systems to handle the harsh environments in which they regularly operate.

“Aurora and BallastSaver were designed to eventually fit on the same platform to help maximize efficient use of short work windows. The combining of these platforms provides the ability to assess wood/concrete tie condition, spike and fastener condition and orientation, insulator orientation, ballast defects and tie gang ballast requirements combined into one inspection. Aurora and Bal-

lastSaver offer customers a reliable and comprehensive view of the overall condi-tion of a valuable asset. GREX is dedi-cated to the continued development of these technologies to ensure that Aurora and BallastSaver are the best options for track inspection available to the railroad industry,” said Turner.

Harsco RailHarsco Rail developed the Automat-ed Switch Inspection Vehicle (ASIV) to inspect turnouts and other special trackwork. The company says the system addresses safety and maintenance issues for this very complex and expensive asset. Current component measurements are accomplished by monitoring rail pro-

file and track geometry. The hi-rail vehi-cle does this by measuring key dimen-sions accurately, keeping track of safety and maintenance conditions, as well as monitoring degradation over time.

ASIV has a specially designed, high-density rail profile measurement system capable of capturing rail profiles at one-inch intervals traveling at eight miles per hour. The system’s data analysis soft-ware, SwitchWear, measures the switch point, stock rail, frog, relative height, gauge face angle, point gap, flange depth and guard check/face gauge. After mea-surements are taken, a 3D image is gen-erated, which Harsco Rail says gives a high level of accuracy for identifying potential defects and maintenance issues.

An all speed geometry system is also onboard the ASIV for capturing tradi-tional track geometry measurements throughout the switch; including gauge, cross level, alignment, surface, twist, etc. Harsco Rail is currently investigating

Left, ENSCO Rail’s Comprehensive Track Inspection Hi-Rail Vehicle. Rail Radar Tie Assessment System.


track inspection

machine vision systems for incorpo-ration on the ASIV to round out the entire switch inspection.

The company says ASIV provides comprehensive rail and geometry con-dition of the entire turnout, achieving productivity rates of more than 75 yard switches in an eight-hour shift and up to 20 mainline switches in a shift, depend-ing on track availability.

HollandHolland Company’s 12 TrackSTAR® high-rail track testing vehicles provide track geometry, rail wear profile and track gauge strength (GRMS) services to more than 90 railways and transit systems in North America and test more than 65,000 miles each year.

Holland’s fleet of TrackSTAR vehi-cles use Mermec, ENSCO and KLD technology, which are non-contact, laser optical measurement systems.

The TrackSTAR units also employ Holland’s split, loading axle technol-ogy. Loaded gauge is measured under approximately 10,000 lbs. lateral and

15,000 lbs. vertical loading. According to Robert Madderom, vice president and general manager Railway Mea-surement Systems and Services, this non-destructive gauge loading pro-vides excellent measurement of the reserve gauge strength and rail cant measurement under load.

Holland also employs Rail Vision machine vision technology to pro-vide automated assessment of track condition. Currently, this technology is assessing wood and concrete cross-ties, providing classification and con-dition assessment. Line scan machine vision data and lasers are used to provide an assessment of tie condi-tion and plate cutting.

“This data is aligned with the Track-STAR reserve strength assessment of gauge to provide a more thorough and objective measurement of tie and track condition,” said Madderom.

Holland also provides Rangecam track planning software that is capa-ble of importing all track condition measurement system data including:

geometry, rail wear, track strength, tie assessment, rail-flaw and other condition data. Rangecam’s report-ing includes rail replacement and tie replacement planning and a host of track assessment and condition reporting capability.

“We feel that there are tremen-dous opportunities in the measure-ment field related to system reli-ability, uptime, data quality and cost improvements. Technology has continued to evolve in the geometry and optical measurement field and we will see significant advancement in the next couple years. Holland is expecting broader application of measurement systems due to their reduction in cost and the ever-evolv-ing dependence on accurate, real-time information about track condi-tion,” said Madderom.

He continued, “Holland’s contract testing service is ISO 17025-2005 accredited and has been since 2004. Although ISO accreditation does not assure absolute perfect service or data


track inspection

accuracy, we have found that hav-ing this business management system does provide for effective and constant improvement and reliable capture of non-conformances and opportunities for improvement that drive our busi-ness. Holland’s other business divi-sions are ISO 9001accredited and the company is committed to improve-ment for all of our customers.”

MRailTÜV Rheinland Rail Sciences, Inc., has partnered with MRail on a new tech-nology to measure vertical track deflec-tion, which the company says will pro-vide a way to reduce rail bending stress and rail failure, prevent derailments initiated by bounce or track buckling, focus maintenance funds where needed, identify solutions for track sections that do not maintain a durable surface and evaluate cost versus benefits of tamping, track stabilizing, undercutting, ballast cleaning and shoulder cleaning.

G. Robert Newman, business devel-

opment engineer for TÜV Rheinland Rail Sciences explains, “Simply put, track vertical deflection is a function of vertical track structure stiffness and MRail technology is the only system available worldwide that can make this measurement. If you think of the track structure as a continuous row of springs it would be nice to have all of these springs fairly stiff and all have the same spring constant. This would result in good vertical support and relatively small vertical rail deflections. In the real world, this is not always the case. The MRail measurement tells the railroad where these support springs are weak, so to speak, and where to focus main-tenance efforts when track deflection/support is a problem.”

Newman points out the MRail tech-nology was developed by Dr. Shane Farritor of the University of Nebraska and has undergone extensive trials, test-ing and development over the past eight years under an FRA grant. He added that MRail is complementary to exist-

ing track geometry systems and is not designed to replace them.

“MRail is a quite simple system to use as it is totally unattended and requires the use of one loaded rail car, which is usually an open hopper 286K pound coal car,” said Newman. “Total track deflection is measured for both rails and this data is transmitted with GPS location by cell phone communi-cations. Where there is no cell phone service the data is stored and transmit-ted when the car is in a cell phone sig-nal area. Power is supplied by batteries that are charged with solar panels. The car can be dispatched to any location by the railway to measure any section of track, just like dispatching any revenue service car.”

Newman says that in addition to maintaining more constant track stiff-ness, he expects to see MRail used to determine where to best apply ground penetrating radar.

“Instead of recording and processing hundreds of miles of ground penetra-


track inspection

tion radar data, MRail can determine the spots where ground penetrating radar should be focused.

Accuracy has been ensured in the system by manual measurement of track deflection using validation established with the most accurate surveyor tran-sit – level systems. The system has been proven to be repeatable,” said Newman. “Future development of MRail will include combining track deflection/stiff-ness recording with ground penetrating radar on the same unattended car.”

Rail RadarRail Radar’s automated and comput-erized, criteria-based inspection and assessment services include both cross-ties (wood and concrete ties, wood tie plate cut/concrete tie rail seat abrasion) and ballast – these services can operate together in a full simultaneous mode or independently. All systems are inte-grated with Rail Radar’s sophisticated geo-referencing system, which is a com-bination of DGPS, DMI, event entered notations for landmarks and the rail road’s mileposts. All the equipment is mounted in/on a hi-rail vehicle.

Rail Radar’s current criteria-based, automated inspection and assessment system for crossties and plate cut/rail seat abrasion is based on a two-dimen-sional (2D) optical/laser illuminated/point measurement hardware and soft-ware. Rail Radar is in progress of fur-ther developing its current automated tie inspection system to higher speed, three-dimensional (3D) profiling sen-sors and the associated data collection and processing hardware and software.

“The use of 3D profiles extend 2D feature identification and classification methodology to include measured ver-tical dimension attributes (not detect-able from 2D images) to provide unam-biguous feature interpretation. The 3D system eliminates most false-positive classifications due to the incorrect clas-sifications of features extracted from 2D images,” said Tom Keogh, president.

Keogh sees areas, such as improved data rates, security and reliability of 4G networks as opportunities for real-time rail network monitoring and report-ing for logistics, scheduling and safety applications, which gives rail agencies, operators and contractors the ability to report current condition results and exceptions in real-time anywhere that

network coverage exists.In addition to high-speed wireless

networks, Keogh sees other opportuni-ties for development with mobile LiDAR measurement (optical remote sensing technology), modeling, mapping and autonomous vehicle systems, as well as geo-referencing, automated data collec-tion techniques and the capabilities of infrastructure asset condition modeling and management systems.

Rail Radar assures its equipment accuracy using a structured program of equipment calibration and verifica-tion assessments for all its data collec-tion systems.

“Static verification is augmented by a protocol of daily field-based equip-ment verification assessments. Equip-ment must produce results which fall within acceptable performance toler-ances prior to being used to conduct client data collection, analysis and reporting services. Additionally, com-prehensive field QA tools are used by field crews during data collection to assess sensor-level performance for

each individual data collection subsys-tem. Verification assessments include signal range, offset, bias, missing and invalid readings, as well as linear and spatial referencing data,” said Keogh. “Overall, Rail Radar’s technology goes through a thorough system of technical analysis and validation processes- along the various phases of research, model development, prototype development, field trial and ground truth validation. In every case, Rail Radar technologies have been, and continue to be, assessed and validated using a process of field trial and ground truth validation.”

Keogh points out that Rail Radar’s approach with its machine learning sys-tems is to work collaboratively with the human and the machine – for example, Rail Radar works together with the rail-road’s on what mechanisms will be used to search for the characterization of the tie or ballast data and how the data is best presented. This collaborative approach, says Keogh, is an important step in the railroad’s understanding and use of this and other technology.


In an effort to bypass Chicago to transport flour from Minneapolis, Minn., to the East Coast, two coun-

tries and three railroads (Soo, CP and Duluth, South Shore & Atlantic Rail-way) worked together to build a railroad bridge between Canada and America over the St. Marys River at Sault Ste. Marie, Mich. Thus began the life of the Sault Ste. Marie Bridge Company. Dominion Bridge Company of Montreal was responsible for the erection of the bridge. Work began in June of 1887 and the 10, 242-foot steel pin connected thru truss spans were completed on Decem-ber 31, 1887. On January 8, 1888, the first freight trains bound for the East Coast proceeded with much fanfare.

The success of this railroad venture did not go unnoticed and plans began in earnest for a lock and dam com-plex to help navigate the 21 feet differ-ence between Lake Superior and Lake Huron. In addition, power canals were also designed to take advantage of the gravity fed water at the St. Marys Falls.

These enhancements further extended the International Bridge’s length and complexity. The first addition in 1900 was a 410-foot swing bridge on the Canadian side to span the Great Lakes

Power Canal. In 1914, on the U.S. side, a 430-foot double leaf Strauss Bascule Bridge was constructed to pro-vide large ship access to the newly con-structed Davis Lock. In 1919, the adja-

When a historic structure spanning two countries needs to be rehabilitated, contractors and railroads must work together to insure a smooth work plan.

Left, Osmose crews work on CN’s international bridge separating the U.S. and Canada. Below, a CN train makes its way across the international bridge.

Upgrades to the InternatIonal raIlroad BrIdge at

Sault Ste. MarIe


international bridge rehab

cent Sabin Lock entered service.With plans for 1,000-foot ore boats

on the drawing table, a 369-foot lift bridge was added in 1958 to replace a smaller swing bridge. This larger opening allowed the construction of the Poe Locks in 1968 adjacent to the 1943 MacArthur locks. Now, the International Railroad Bridge had grown to 23 spans (three movable) and 1.2 miles of track. On an average year, the locks handle 11,000 vessels and 90 million tons of cargo.

When CN acquired the Wisconsin Central in 2001, the Sault Ste. Marie Bridge Company also became CN property. Now came the tedious job of inspecting and prioritizing repairs. With increased traffic predicted, enhancements to the 120-year-plus thru truss spans also began. These plans accelerated when on February 17, 2011, some unusual cross level was noticed at the second floorbeam of span 7. CN immediately closed the bridge to traffic and investigated. A cracked pin plate in the hanger was to blame. A detailed inspection of all truss components was undertaken.

The ensuing detailed inspection was expanded to include a thorough review of all hangers. With all the remaining hangers having about the same fatigue life, CN decided to strengthen all 36 hangers with new hairpin plates before resuming operations over the bridge. In addition to the mobilization of CN bridge crews, CN also chose a contractor familiar with this unique structure for assistance. Osmose Railroad Services has a long history working on the movable and fixed portions of this structure. Mobilizing a large crew and employing designs provided by Modjeski & Masters, O s m o s e p r ov i d e d i m m e d i a t e f abr icat ion and insta l lat ion of replacement hair pins and splice plates. The work was further complicated by late February weather at the Soo Locks; very cold with high winds blowing off the ice from Lake Superior.

By late March of 2011, the neces-sary repairs were completed over all the spans where defects and possible defects were identified. But this was only the beginning. CN started long-term planning for further enhance-ments to upgrade Bridge 181.93 to increase component reliability with

an eye towards possibly increasing the load capacity of this historic struc-ture. Prior to ordering all the steel for the complicated repairs for the nine spans, CN chose to complete one span in the fall of 2011 to validate the accuracy of the design details.

“With all the tight confines sur-rounding the limits of the chords and pins, we had to make sure that

the contractor could fit the pieces to strengthen the structure” remarked Sandro Scola, senior manager of structures for CN - U.S. operations.

With a large percentage of the work on the Canadian side of the border, the contractor was responsible for vet-ting its employees. This included pro-viding passports, work visas and back-ground checks to satisfy Canadian


international bridge rehab

and U.S. custom officials. Mike Tweet, senior vice presi-

dent - engineering for Osmose, noted, “Besides the turnkey engineering we provided, there are multiple difficul-

ties with just trying to work across the border, even if you are not setting foot on Canadian soil. If you miss one detail, it can hold up the proj-ect until you receive a signature at

all levels, government and railroad included. This is also a high security area and the bridge is monitored 24/7 by closed circuit cameras. If you step off the bridge onto one of the islands, you will be visited.”

Fast forward to 2012 and CN has developed a plan to achieve their multi-year goal of enhancing the struc-tural integrity of substandard steel members. The strengthening of the eight remaining spans currently being completed involves U1-L2 hanger work, L0-L2 lower chord improve-ments and floor beam strengthening. This structure not only carries a lot of history, it is also a key logistical cross-ing between the U.S. and Canada.

As the long hot summer of 2012 continued, the employees for Osmose note that the cool weather at Sault Ste. Marie was a blessing versus the late winter work of a year ago.

Osmose crews at work under the CN’s international bridge.


Message from the President

AREMA NEWS

If past practice is followed, RT&S will have my name on this page, outside this column somewhere, along with a bad picture (not their fault, mine). But at the risk of being redundant, I am Jim Carter and I am deeply honored to serve as AREMA President for 2012-2013. My father was a railroader and an AREA and Roadmasters Association member. There are a few folks still working who knew him and I wish he were still alive to read this. I can’t remember not wanting to be a civil engineer and a railroader. My railroad career began as a co-op student with Southern Railway in 1971 and I was a student member of AREA. After finishing my BSCE at Virginia Tech (GO HOKIES!), I started as a management trainee with Norfolk and Western Railway. Those two merged in 1982 to form Norfolk Southern and I have been here ever since, working as chief engineer bridges and structures since 2001.

Recently, I looked over the list of past presidents of AREMA and its predecessor organizations. That may have been a mistake, because it caused a great sense of inadequacy on my part, as I have known many of them through the years. When I was young, I was in awe of more than a few of them-to me many were giants of our industry. I would like to take this opportunity to thank all of them for their able leadership, particularly Bob Verhelle, who did an outstanding job in 2011–2012. Though, I may not be able to fill some of their shoes, I assure you that none of them loved our profession more and promise you that I will do my best to help lead our organization to its best days ever.

Thanks also to all who have served as governors, group vice presidents, directors, committee chairmen and committee members for all of the hard work that you volunteered for. Without your efforts and dedication, AREMA would not be the leading developer of infrastructure technical practice for freight and passenger railways.

I would like to thank REMSA, RSSI and RSI and all of their members for their important contributions to our industry and helping put together Railway Interchange, which was such a huge success last year and I’m sure will be next year in Indianapolis. Our ties are strong and very important and you have my pledge that I will strive to make them even stronger during my term.

A formal introduction

By Jim Carter

Jim CarterAREMA President

2012-2013

Professional Development

Bridge inspeCtion seminar and sCour to Be held in arlington, texasBridge Inspection Seminar December 3-5, 2012 In conjunction with SCOUR December 6, 2012

Coming in early 2013 arema Bridge inspeCtion seminar and sCour to Be held in australia

AREMA has partnered with Queensland University of Technology of Brisbane, Australia (QUT) to share the technological expertise of its membership in the field of Railroad Bridge Inspection techniques and programs and Streambed Erosion Hazard Recognition and Countermeasures for Railroad Bridges by offering these two seminars in Australia.

Together, AREMA and QUT will deliver these two courses to the larger audience of the Australian Railroad Professional Community as a means of sharing our mutual experiences and knowledge for the betterment of the industry on a worldwide basis. QUT will be the official host of these two events at their facilities. Timber Restoration Systems (TRS) and WRD will co-sponsor the event.

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

AREMA NEWS


Fyi…If you attended the AREMA 2012 Annual Conference & Exposition in Chicago, IL last month, THANK YOU for contributing to the great success of this event. With more than 285 exhibitors and more than 3,200 attendees, we had an outstanding turnout and are very grateful to the industry for so much support.

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.

railway interchange 2013 September 29 - October 2, 2013 in Indianapolis, IN. important dates: Exhibit Sales will open on October 1, 2012 Registration will open on January 2, 2013. www.railwayinterchange.org.

arema 2014 annual Conference & exposition will be held in Chicago, IL, September 28 - October 1, 2014. Exhibit booth sales will begin in May 2013. Please contact Christy Thomas at [email protected] if you are interested in receiving more information.

arema’s official Facebook page Become a fan of the official AREMA Face-book 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.”

Oct. 15-17 Committee 37 - Signal Systems Germantown, WIOct. 16-17 Committee 4 - Rail Danbury, CTOct. 17-19 Committee 36 - Highway-Rail Grade Crossing Germantown, WI Warning Systems

Oct. 25-26 Committee 30 - Ties Tampa, FLJan. 29-30 Committee 15 - Steel Structures Galveston, TXMay 21-22 Committee 15 - Steel Structures Greensboro, NCOct. 15-16 Committee 15 - Steel Structures Des Moines, IA

2012/2013 upcoming Committee meetings

Last but not least, thanks to the AREMA staff for your dedication, hard work, all the help that you have given me (y’all know I’ll need even more in the next year) and your ever-present professionalism. You never fail to represent this organization well.

My focus this year will be the same as that for most of our industry-young people-for without a doubt they are our future. AREMA must do more to involve young people, foster the student chapters at the University of Illinois, Michigan Tech, Oregon State, the University of Tennessee, the University of Nevada–Las Vegas, the University of Kentucky, the University of South Carolina, University of Manitoba and Virginia Tech and bring more student chapters on line. If you are an AREMA member close to one of our chapters, get in touch with the faculty advisor–I’m sure that they would be pleased to have you come speak to the students; I hope to visit them all myself.

If you are a young railroad engineering professional and aren’t an AREMA member, please join. If you are a young member and haven’t yet joined a committee, you should do so. It is a great way to network, learn more about your profession and meet real experts in their fields. Maintenance Team 40-Engineering Safety Steering Team and Maintenance Team 41-Track Maintenance Steering Team, in particular are looking for young track and bridge supervisors who want to get involved. If I have one regret in my career, it is that I didn’t become more involved in committee activities earlier.

AREMA is a strong organization and is well positioned to become even stronger in the future. You all have ideas on how AREMA can become even better. Please look me or Senior Vice President Joe Smak up in the directory and call or send an e-mail with your ideas. I look forward to meeting and hearing from as many of you as I can.

Be careful out there.

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

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


Each month, AREMA features one of our committee chairpersons. We are pleased to announce that the October featured chairperson is Melissa E. Godlewski, P.E., chair of Committee 13-Environmental.arema: Why did you decide to choose a career in railway engineering? godlewski: Civil engineers have a broad education with a range of careers after graduation. After getting a great start in the oil industry, I jumped at the opportunity to use my skills to do railway engineering, combining my interests in engineering and science. I am proud to follow in my father’s footsteps as a professional engineer.arema: How did you get started? godlewski: I graduated in 1982 in civil engineering during another recession. My dream was to design wastewater treatment plants, but those jobs were in short supply (thank goodness). I initially took a job with Chevron, USA, designing service stations and doing maintenance on bulk plants. After a year in Seattle, Wash., I started working in remote areas of Alaska. It was there that I really discovered my career path in petroleum, construction and the environment. In Alaska, I developed a hands-on interest in the effect of industrial design practices on the environment. After a couple more years, I was promoted to manager of environmental affairs for the Pacific Northwest Division of Chevron. I shortly thereafter spotted an ad in the paper for Kennedy/Jenks Consultants to lead environmental investigations at railway sites. I interviewed and was hired that same day and have been there for almost 26 years. I started in the early days of environmental regulations and remediation and have worked to understand and implement sustainable environmental practices. I started as a project engineer at Kennedy/Jenks Consultants (obtained my license as a professional engineer) and worked my way through project manager, office manager and client service manager positions. I am now a vice president and work almost entirely on railroad projects, while maintaining technical, internal staff management and client management roles.arema: How did you get involved in AREMA and your committee? godlewski: Mel Burda of BNSF (retired) asked me personally to become involved in Committee 13 when the committee was reinstituted in the late 1990s. I have been an active member since then acting as secretary, vice chairman and now, chairman.arema: Outside of your job and the hard work you put into AREMA, what are your hobbies? godlewski: Work does fill a lot of my time. After living in the Pacific Northwest for 30 years, I moved to Helena, Mont., in 2009. The recreational opportunities are huge in Helena. I mountain bike, road bike, trail run, road run, ski, snowboard, hike, etc. I live at the base of what I think is the best unpaved trail system in the country. Helena has provided me with numerous outdoor volunteer opportunities. I also enjoy U.S. and world travel and visit my goddaughter (Melissa Patricia) in Nicaragua at least once a year.arema: Tell us about your family. godlewski: I have a marvelous extended family with awesome siblings, nieces and nephews. I also am part of a long-time work family (26 years at Kennedy/Jenks) and have many wonderful friends within BNSF, which is my primary client. The previous folks, my long-time friends and my new enormous community of friends in Helena give me a very rich personal life.

arema: If you could share one interesting fact about yourself with the readers of RT&S, what would it be? godlewski: I am a proud Yooper. I was born and raised on a farm in Upper Michigan. I graduated from Michigan Technological University, which has since established a leading railway engineering program. It was an amazing place to grow up. My parents provided us with opportunities to explore the environment and encouraged us to embrace learning and recreation before we could walk.arema: What is your biggest achievement? godlewski: My life has been filled with achievements, academic, athletic, career and personal. I recently broke my leg and have endured a difficult time through recovery. This event and others in the past few years have taught me so much about life, change and attitude and make me look forward to whatever adventure life throws out in front of me. There is much left to do and I am so lucky to be part of it. I am not following my dreams, I am living them.arema: What advice would you give to someone who is trying to pursue a career in the railway industry? godlewski: Be curious and open to opportunities and change. If you don’t know something, see it as a challenge and figure it out. Ask questions. We never know where our career paths will take us. Work hard, play hard, treasure your relationships and balance your life.

Getting to know Melissa E. Godlewski, P.E.

melissa e. godlewski, p.e.Chair, Committee 13, Enivornmental

Vice President Kennedy Jenks Consultants

arema news


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].

Congratulations to our 2012 Member-Get-A-Member Campaign Winners

1st Place: Darrell Murphy

CSX

2nd Place: Dwight Clark

Union Pacific

3rd Place: Michael McHenry

The University of Kentucky

A special thanks to our top three recruiters, Darrell, Dwight and Michael and all AREMA members for your help in promoting our association. The 2013 campaign is already underway.

now aVailaBle


There was a good turnout for the “Introduction to Practical Railway Engineering” seminar (IPRE) that was held in Las Vegas, Nev., on March 21-23, 2012. Twenty-one students attended the three-day seminar held partly in a classroom at the University of Nevada Las Vegas (UNLV) that was provided with the assistance of the university’s railroad engineering program and partly at Union Pacific Railroad’s Arden Yard, located just southwest of Las Vegas.

The IPRE seminar is one of 15 that the American Railway Engineering and Maintenance-of-Way Association (AREMA) offers. AREMA seminars cover a wide range of topics, including Federal Railroad Administration Railroad Safety Standards, Bridge Inspection and Track Alignment Design, etc. A starting point for all of the educational programs of AREMA is the Introduction to Practical Railway Engineering seminar.

The IPRE covers three days, with the first two spent in the classroom and the last day occupied with a field trip to illustrate the ideas that were taught in the classroom. As the course is introductory and as it may very well be the first exposure that students have to railroading, many topics are covered, but not in depth.

Subjects are covered in seventeen separate modules:(1) Railway Industry Overview(2) Train Operations(3) Basic Track, part 1(4) Train Equipment(5) Tractive Effort

(6) Train-Track Dynamics(7) Basic Track, part 2(8) Soils, Drainage and R.O.W.(9) Railway Track Alignment Design(10) Work Equipment(11) Civil and Track Construction(12) Track Inspection and Maintenance(13) Highway-Railroad Crossings(14) Communications and Signals(15) Railway Structures(16) Environmental Issues and Permitting(17) Utility Occupations Because of the broad range of railroad information

covered in the modules, even experienced railroaders who attend the IPRE seminar often find that there are topics outside of their particular experience about which they learn something new.

The core group of AREMA’s seminar instructors is drawn from the membership of AREMA Committee 24–Education and Training. Committee 24 members represent all aspects of railroad engineering, including university professors, freight railroaders, transit agency employees, consulting engineers, railway equipment suppliers and Amtrak employees. Additional instructors have been drawn from other AREMA technical committees to provide experienced viewpoints on their areas of expertise.

For example, in the specific case of the IPRE seminar presented in Las Vegas, Nev., this past March,

AREMA imparts railroad knowledge with the March 2012 “Introduction to Practical Railway Engineering Seminar” in Las Vegas, Nevada

Students, instructors and Union Pacific employees of the Introduction to Practical Railway Engineering seminar at Arden Yard near Las Vegas, Nev.

AREMA NEWS


the instructors were Mark Engels, formerly of CN and currently principal of ESCORRT, LLC; John G. Green, Ph.D.,. P.E., formerly of the Illinois Central Railroad and CN and currently senior rail civil engineer and lead track designer with CH2M Hill; B. Coy Horton, signal design engineer with Union Pacific and Michael E. McGinley, P.E., retired director of engineering of the Southern California Regional Rail Authority. While many of the instructors hold advanced engineering degrees, the key value of the AREMA instructors lies in their varied professional backgrounds and years of railroad experience.

At the Arden Yard, the students were met and given a tour of the railroad facilities by Union Pacific employees Joseph Robbins, senior manager of operating practices; Andrew Gonzales, director of track maintenance; John Warm, signal maintainer and John Kritenbrink, manager of track maintenance. During the tour, the students learned about railroad yard operations, special trackwork and maintenance, communications and signal equipment and their function and other aspects of day-to-day railroad work. So that they would not forget any of the material presented in the three-day seminar, the students took away from the course a binder with slides of all of the presentations and also a CD version of the “Practical Guide to Railway Engineering” text.

To see the full schedule of AREMA educational seminars, please visit the AREMA website at www.arema.org.

Top right, Joseph Robbins, senior manager of operating practices with the UP explains the operations of the Arden Yard to students of the AREMA IPRE March 2012. Top middle, IPRE instructor Dr. John G. Green (left), senior rail civil engineer and lead track designer with CH2M Hill and Dr. Harry Teng (right), professor of civil engineering and director of the University of Nevada Las Vegas’ railroad engineering program. Bottom middle, (from left to right) instructor B. Coy Horton of UP, John Warm of UP and instructor M.J. Engels of ESCORRT, LLC, explain railroad communicatiosn and signals equipment and procedures. Bottom right, IPRE instructor Michael McGinley, P.E., retired director of engineering for the Southern California Regional Rail Authority (center), explains the finer points of frogs to the students. Below, IPRE instructor B. Coy Horton (right), a signal design engineer with UP discusses the workings of a powered switch with Dr. Mohamed Kaseko (left) of the University of Nevaga Las Vegas Department of Civil and Environmnetal Engineering.

Hi-rail solutionBallast Tools Equipment Company says it satisfied customer demands for a solution that gives backhoes and excavators more mobility both on- and off-track by introducing a hi-rail solution to fit CAT 450 backhoe’s and CAT 308 and 312 excavators, along with various attachments that fit on these machines to increase productivity for undercutting, tamping, cribbing and ditching. With this combination of hi-rail capabilities and ballast maintenance attachments, the company says its customers are now faster, more efficient and safer in any spot maintenance situation, staying on time and on budget. Phone: 636-937-0505.


PRODUCTS

Rail car mover Brandt Road Rail Corporation introduced the Brandt R4 Power Unit, which includes improvements to operator comfort, serviceability and reliability. The backbone is a freightliner chassis with a roomy cab, ergonomically placed controls and plenty of headroom and storage. The R4 is powered by the 600hp Cummins ISX 15 Tier 4 emission compliant engine, allowing it to achieve up to 50,000 pounds of tractive effort without additional weight added to the deck. Brandt notes the tridem drive axle design and adjustable shelf coupler equals 50 percent more tractive effort. Phone: 306-791-7557.

Bio-based lubricantRailmark Trackworks Inc. is supplying the railroad industry a line of bio-based, biodegradable rail curve and switch lubricants. Ultralube® brand railroad lubricants are manufactured from renewable USA-grown crop based oils. The Ultralube products are said to have four times more lubricity than petroleum-based greases and oils and also improve safety for employees and the environment. The Ultralube products meet EPA’s Environmental Preferable Purchasing (EPP) criteria and are ECO-SAFE and non-toxic. Phone: 248-960-9440.


Eco-safe lubricantTerresolve Technology launched a reformulated EnviroLogic 802, a biodegradable lithium complex grease designed to perform in environmentally-sen-sitive rail applications. The grease will break down into natural parts within 28 days. This guarantees the grease will have no long-term negative environ-mental effects on turf, plants or animals in the event of a leak or spill. The new grease is said to have improved tackiness, allowing it to stick to the origi-nal application area better than its predecessor and making it less likely to drip off. Terresolve says Envi-roLogic 802 has a significantly improved shelf life. The reformulated product also includes Terresolve BioPolyOlefins base stock. Phone: 800-661-3558.

Reverser handlesRailhead Corp. developed a series of new reverser han-dles. These reverser handles are made of high-impact polycarbonate plastic and are available as both func-tional and non-functional versions. One model features a flashlight and the other is a non-functional reverser that doubles as a blue flag. They operate off three AAA batteries and adds a layer of redundancy to safety mea-sures. Phone: 1-800-235-1782.

New program and product catalogAuto Truck Group released a new program and cata-log of pre-built work trucks. The Rail-Ready Rail Truck Program includes 16 types of pre-built vehicles up-fitted with features and equipment. The new 14-page catalog provides information, images and specifica-tions for the 16 best-selling truck types, which will be stocked, including: aerial, dump, gang, grapple, ma-terial handler, mechanic, platform, plow, pick-up with cap, section, service, signal, track inspection, truck with tool boxes, welder and yard truck. Phone: 1-855-288-6875.


CALENDAR

OCTOBER10-11. Railway Age Passenger Trains on Freight Railroads. Washington Marriott. Washington, D.C. Contact: Jane Poterala. Phone: 212-620-7209. E-mail: [email protected]. Website: www.railwayage.com.

13-16. ASLRRA Eastern Region Meeting. Hilton Scranton and Radisson Lackawanna Station. Scranton, Pa. Phone: 202-628-4500. Website: www.aslrra.org.

16-17. 2012 Railroad Environmental Conference. University of Illinois at Urbana-Champaign. Urbana, Ill. Contact: Kimberly Schlichting. Phone: 217-244-0841. Fax: 217-333-9464. Website: http://ict.uiuc.edu/railroad/RREC/overview.php.

23-25. Railway Tie Association 94th Annual Symposium and Technical Conference. Tampa Marriott Waterside and Marina. Tampa, Fla. Contact: Debbie Corallo. Phone: 770-460-5553. E-mail: [email protected]. Website: www.rta.org.

24-26. Engineering Modern Mass Transportation Systems: Light Rail - Rapid Transit - Commutter Rail. Minneapolis, Minn. Contact: Dave Peterson. Phone: 800-462-0876. Website: http://epd.engr.wisc.edu/emaN388.

NOVEMBER5-6. Fundamentals of Railway Train Control and Signaling, Including PTC Systems. Madison, Wis. Contact: Dave Peterson. Phone: 800-462-0876. Website: http://epd.engr.wisc.edu/emaN389.

11-13. 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. 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.

SEPTEMBER 201329-OCT. 2. Railway Interchange 2013. Indianapolis, Ind. Website: www.railwayinterchange.org.

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

Amsted RPS 913-345-4807 913-345-4818 [email protected] 27AREMA Marketing Department 301-459-3200 301-459-8077 [email protected] Cover 3Ballast Tools Inc. 636-937-3326 636-937-3386 [email protected] 5, 54Boatright Companies 800-873-2020 205-298-9483 [email protected] 29Brandt Road Rail Corporation 306-791-7533 306-525-1077 [email protected] 33Danella Rental Systems, Inc. 610-828-6200 610-828-2260 [email protected] 7Diversified Metal Fabricators Inc. 404-879-7885 404-875-4835 [email protected] 17Dixie PreCast 770-94401930 770-944-9136 [email protected] 20Encore Rail Systems, Inc. 866-712-7622 303-922-6178 www.encorers.com 31GENSCO America, Inc. 416-465-7521 416-465-4489 [email protected] 41Harsco Rail 803-822-7551 803-822-7521 [email protected] 37Herzog Railroad Services, Inc. 816-233-9002 816-233-7757 [email protected] 22Holland Co. 708-672-2300 ext. 382 708-672-0119 [email protected] 6Hougen Manufacturing, Inc. 866-245-3745 800-309-3299 [email protected] 39HYTORC 201-512-9500 201-512-9615 [email protected] 9J.F. Brennan Co., Inc. 800-658-9027 ext.236 608-785-2090 [email protected] 44Koppers Inc. 412-227-2739 412-227-2841 [email protected] 23L.B. Foster Co. - Friction Management 412-928-3506 412-928-3512 [email protected] 4L.B Foster Co. 412-928-3506 412-928-3512 [email protected] Cover 2Loram Maintenance of Way, Inc. 763-478-6014 763-478-2221 [email protected] 2North American Rail Products Inc. 604-946-7272 888-692-1150 [email protected] 44 New York Air Brake 607-257-7000 607-257-2389 [email protected] Cover 4Progress Rail Services Corp. 800-476-8769 256-593-1249 [email protected] 36Racine Railroad Products 262-637-9681 262-637-9069 [email protected] 19RAILCET 866-724-5238 217-522-6588 [email protected] 40Rails Company 973-763-4320 973-763-2585 [email protected] 7Railtech Boutet, Inc. 419-592-5050 419-599-3630 [email protected] 16RailWorks Corporation 866-905-7245 952-469-1926 [email protected] 43Railway Educational Bureau, The 402-346-4300 402-346-1783 [email protected] 55, 56SnakeTray® 631-674-0004 631-674-0010 [email protected] 8Stella Jones Corporation 412-894-2865 412-325-0208 [email protected] 25TÜV Rheinland Rail Sciences, Inc. 203-426-088 ext.169 203-426-4009 [email protected] 35Unitrac Railroad Materials, Inc. 412-298-0915 865-693-9162 [email protected] 38Willamette Valley Company 541-484-9621 541-284-2096 [email protected] 21

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.


Jonathan Chalon, Publisher, [email protected]; Emily Kalmus, [email protected]; Mark Connolly, [email protected]; Heather Disabato, [email protected]; Donna Edwards, [email protected]; Steven Barnes, [email protected]; Dr. Fabio Potesta, [email protected];

Katsuhiro Ishii, [email protected]; Craig Wilson, [email protected] (classified)

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Professional Directory

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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].

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

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RT&S Classified SectionCraig Wilson 212-620-7211

[email protected]

r r s TM

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

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RT&S 1012

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