Grade Crossings: Annual Report

June 2013 | www.rtands.
com
de-
Gra sing
s
Cro Guide
E&M ide
Ins
Annual report
Grade
crossings
plus
Engineering the frac

sand boom
Grinding update
And also
AREMA News p. 58
Contents
June 2013
RAILWAY TRACK AND STRUCTURES
News Features
4 18
Industry Today Annual grade-crossing
4 Supplier News surfaces report
9 People Smooth and safe are the two top
12 Calculating maximum priorities when it comes to grade-
allowable curve speeds using new crossing surfaces.
FRA rules, effective in July
46
Rail grinding patterns
18 Through studying
various grinding patterns, a longer
life-cycle can be acheived. Two 46
approaches are analyzed here.
Departments
54
Engineering the
frac sand boom
15 TTCI R&D
An increase in energy-related
railroad traffic has CN and CP 58 Arema News
upgrading its infrastructure. 64 Products
65 Advertisers Index
65 Sales Representatives
Workers
installing a HiRail 66 Calendar
Columns Corporation 67 Classified Advertising
2
grade crossing.
On Track 68 Professional Directory
Expanding railroad
education
14
NRC Chairman’s Column
Rail conferences - past,
present and future
Special section
28
Grade-Crossing Equipment
& Materials Guide
41
Grade-Crossing Surface
Data Sheets
FOLLOW US on Twitter
54
LIKE US on Facebook
www.rtands.com Railway Track & Structures June 2013 1

On Track RAILWAY TRACK AND STRUCTURES
Vol. 109, No. 6
Expanding
Print ISSN # 0033-9016,
Digital ISSN # 2160-2514
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railroad education
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Dr. Allan Zarembski, Guest Editor
the industry – in freight, passen- graphically diverse, spanning multiple time
Mischa Wanek-Libman/Editor,
ger (inter-urban and commuter), tran- zones. Hence, for them to attend classes on
[email protected]
sit and emerging high-speed rail. With a university campus is difficult at best.
Jennifer Nunez/Assistant Editor,
increased activity comes the need for UD’s answer to this dilemma is inter-
[email protected]
highly-trained professionals to ensure net-based education, where the courses
operating safety, efficiency and cost- are available on an “anytime, anywhere” CORPORATE OFFICES
effective use of resources. Yet many of the basis. For example, my Fall ‘12 Railroad 55 Broad St 26th Fl.
most experienced engineers and supervi- Engineering class roster included on-cam- New York, N.Y. 10004
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Comprehensive, as well as targeted nents taking the course without having to Arthur J. McGinnis, Jr./
railroad education for both degreed and set foot in the classroom. My recorded lec- President and Chairman
non-degreed professionals will fill this gap. tures and course handouts were available Jonathan Chalon/Publisher
Newly-graduated engineers bring knowl- online thanks to “UDCapture” technolo- George S. Sokulski/Associate Publisher Emeritus
edge and understanding of railroad operat- gy. My Spring ‘13 course, Railroad Derail- Mary Conyers/Production Director
ing and engineering principles, significantly ment and Safety, likewise is available in Wendy Williams/Creative Director
shortening the time it takes these young this format, as well as in the traditional Maureen Cooney/Circulation Director
engineers to come up-to-speed and con- classroom. Furthermore, interest in this Jane Poterala/Conference Director
tribute. Training for non-degreed person- approach is high. When one overseas rail-
nel is also critical, as track foremen and way offered the course to its professionals, Railway Track & Structures (Print ISSN 0033-9016,
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supervisors represent the backbone of any those indicating interest exceeded their Cust. #7204654), (Bluechip Int’l, Po Box 25542, London,
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On-the-Job-Training for the skills needed to Next, we are using this format for our monthly by Simmons-Boardman Publ. Corp, 55
Broad St 26th Fl., New York, N.Y. 10004. Printed in
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inefficient. Professional training and special- past few months, we have given two non- NY and Additional mailing offices. Pricing, Qualified
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In recent years, we have seen a signifi- summer, we will start making these cours- $85.00; foreign $140.00; foreign, air mail $340.00.
cant increase in both types of education. At es available online, accessible by railroad BOTH Print & Digital Versions: 1 year Railroad
Employees US/Canada/Mexico $24.00; all others
my institution, the University of Delaware professionals worldwide. https://www.engr. $69.00; foreign $120.00; foreign, air mail $220.00. 2
(UD), we have been aggressively developing udel.edu/outreach/short-courses/Rail%20 years Railroad Employees US/Canada/Mexico $45.00;
all others $128.00; foreign $209.00; foreign, air mail
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ates, graduate students, degreed engineers Grinding/index.html. must be paid for in U.S. funds only. COPYRIGHT ©
and also for non-degreed professionals. We, as railroad educators, need to Simmons-Boardman Publishing Corporation 2013.
All rights reserved. Contents may not be reproduced
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Guest editor’s appearance should not be viewed as an endorsement of products, advertisements

or opinions found within this issue.
2 Railway Track & Structures June 2013 www.rtands.com

INDUSTRY TODAY
Supplier News Anthony Foxx nominated as
next U.S transportation secretary
Altus Capital
Partners acquired Rocla President Obama nominated
Concrete Tie, Inc. Anthony Foxx as the next
Axion International Secretary of Transportation,
Holdings, Inc., received who is set to replace current
a purchase order from secretar y, Ray LaHood.
Edmonton Light Rail Transit, Fo x x i s t h e m a y o r o f
in Edmonton, AB, Canada, Charlotte, N.C., who took
for its ECOTRAX ties. office in 2009.
“When Anthony became
California High-Speed Rail mayor in 2009, Charlotte,
Authority awarded a two- like the rest of the country,
year, $120-million contract was going through a bruising
extension to Parsons e c o n o m i c c r i s i s ,” s a i d
Brinckerhoff, Balfour President Obama. “But the
Beatty’s professional city has managed to turn things around. day Ray LaHood was swor n in, he
services division, for The economy is growing. There are more fought tirelessly to rebuild America’s
program management jobs, more opportunity. And if you ask infrastructure, creating good jobs that
services on the California Anthony how that happened, he’ll tell you strengthen the economy and allow the
High-Speed Rail project. that one of the reasons is that Charlotte United States to better compete in the
made one of the largest investments in global economy.
L.B. Foster Company
transportation in the city’s history. “Over the past four years, thanks to Ray’s
delivered approximately
“Since Anthony took office, they’ve leadership, we’ve built or improved more
2,600 tons of 36-inch
broken ground on a new streetcar project than 350,000 miles of road, enough to
diameter steel pipe
that’s going to bring modern electric tram circle the world more than 14 times,” the
to Balfour Beatty
service to the downtown area. They’ve president said. “We’ve upgraded more than
Infrastructure, Inc., for use
expanded the international airport and 6,000 miles of rail, enough to go coast to
as lateral shoring struts
they’re extending the city’s light-rail system. coast and back. We’ve repaired or replaced
in the excavation of San
All of that has not only helped create new more than 20,000 bridges and helped put
Francisco’s new Transbay
jobs, it’s helped Charlotte become more tens of thousands of construction workers
Transit Center.
attractive to business.” back on the job. And that’s all due in no
President Obama said that from the small part to Ray LaHood’s leadership.”
FRA issues flat switching operations safety advisory

The Federal Railroad Administration (FRA) issued an indus- equipment rolling back onto an employee if an irregular
try-wide safety advisory to warn about safety hazards asso- grade is present in a flat switching yard.
ciated with flat switching operations on railroads. “Kicking railcars is efficient, but it can also have sig-
Since 2009, six railroad employees sustained fatal inju- nificant consequences if rail carriers don’t have operating
ries placing themselves between unsecured rolling equip- rules to safeguard employees to ensure that kicked rail
ment during switching operations, including one employee cars are securely coupled,” said Federal Railroad Admin-
who was killed last year. istrator Joseph Szabo. “Where there is risk of a rollback
In flat switching, rail cars are diverted to the proper track shoving to couple provides absolute certitude.”
to complete a train by one of two methods, either by “man- In 2010, FRA released recommendations developed by the
ually kicking” or “shoving to couple.” When rail cars are Switching Operations Fatality Analysis Working Group (SOFA)
kicked, they are uncoupled from the switching locomotive that have been adopted by individual railroads in their oper-
while in motion, allowed to roll freely and are expected to ating rules. The Safety Advisory 2013-03 warns railroad man-
couple with the other rail cars upon impact with the new agement and employees about the inherent dangers of
train. When rail cars are shoved to couple, they are not employee movements between unsecured rolling rail cars.
uncoupled from the switching locomotive until they have It advises railroads to review and follow SOFA recommenda-
already coupled with and are secured to the new train. tions previously set forth in a FRA 2011 Safety Advisory and,
Through investigations, FRA identified switching yard where conditions exists, to develop operating rules that safe-
characteristics that may increase the risks of unsecured rail guard employees and advises employees to follow the rules.

INDUSTRY TODAY
Supplier News Gov. O’Malley signs $4.4 billion
transporation legislation
Gross & Janes
Co. entered into an On May 16, Mar yland Gov. Mar tin to the Eastern Shore,” said Gov. O’Malley.
agreement to manage O’Malley, Senate President Thomas Mike A total of $100 million has been
and operate two green Miller, Jr., House Speaker Michael Busch, provided for MARC Enhancements (Penn-
crosstie processing and Lt. Gov. Anthony Brown, signed the weekend service, Camden-weekday two
facilities owned by $4.4-billion Transportation Infrastructure new roundtrips and new locomotives) and
Boatright Railroad Investment Act of 2013. transit funding for final design of the Red
Products in Montevallo The bill will create a safer, more Line ($170 million), Purple Line ($280
and Clanton, Ala. efficient transportation network and spur million) and Corridor Cities Transitway
economic development. ($100 million).
Bowen Civil
It is expected to support more than The Transpor tation Act allows the
Engineering Inc.
57,200 jobs and invest an average of $800 state to activate long-ter m funding
is now part of Hanson
million a year at full implementation for the strategies to invest in Maryland’s roads
Professional Services Inc.
next six years (FY 2014 – FY 2019). As a and transit systems.
Metropolitan result, Gov. O’Malley announced the first During the summer months, the state
Washington Airports round of projects to be funded with money will continue to review project needs
Authority selected generated by the act. and make investment decisions. The
the Capital Rail “This historic transportation bill allows Maryland Department of Transportation’s
Constructors joint us to move forward with the first new major draft six-year transpor tation budget
venture for the Dulles transportation projects in more than eight will be published on September 3. This
Corridor Metrorail years and get our construction industry budget, known as the Consolidated
Project, Phase 2: back to work. Today, I am pleased to Transportation Program, will provide a
Package A. announce $1.2 billion for key new highway full list of the new projects funded by the
and transit projects from Western Maryland Transportation Act.

INDUSTRY TODAY
Gov. McDonnell
signs $5.9 billion
transportation
funding bill
On May 13, Virg inia Gov. Bob
McDonnell signed the state’s first
transportation funding plan approved in
27 years, Virginia’s Road to the Future,
Office of Gov. McDonnell Flickr

which will increase transit funding by
$509 million and provide more than
$256 million in funding for intercity
passenger rail within the first five years.
During the next five years, the
bill is expected to provide more than
$3.4 billion in additional statewide
transpor tation funding, more than
$1.5 billion in additional funding
for Northern Virginia and more than
$1 billion in additional funding for
Hampton Roads Transit. This legisla- released. The analysis that focused on and support 14,625 jobs, or 2,925 jobs
tion is expected to annually sustain new transit and rail spending, deter- per year, between FY 2014 and FY
13,058 new jobs. mined that the additional funding pro- 2018. The new dedicated intercity pas-
Additionally, findings of a recently- vided to the Department of Rail and senger rail funding will enable Virginia
completed economic impact analyses Public Transportation will have an eco- to extend passenger rail service to Roa-
conducted by Chmura Economics were nomic impact of more than $1.4 billion noke within the next four years.

INDUSTRY TODAY
LACMTA receives upwards of $390 million

from CTC and Caltrans for improvements
The Los Angles County Metropolitan Transportation tracks beneath downtown Los Angeles and $61 million for
Authority (LACMTA) was awarded more than $390 mil- the current Life of Project for the Crenshaw/LAX Transit
lion from the California Transportation Commission and Corridor, a new 8.5-mile light-rail line that will connect the
the California Department of Transportation (Caltrans) Green Line with the Exposition Line and provide a link to
to support construction of new rail, upgrade existing the Los Angeles Airport.
transit service, buy much-needed rail cars, repair and Another project to receive a portion of the funding,
improve buses and create jobs. $45.4 million, will aid in the purchase of 78 light-rail
The money comes from Proposition 1B, the 2006 vehicles for system-wide service expansion and for use
voter-approved transportation bond, Proposition 1A, on future light-rail lines that will open during the next
the voter-approved High-Speed Rail Bond and the State few years.
Transportation Improvement Program. The High-Speed “These funds will help us continue to expand and
Rail Bond program targets some funds at connectivity upgrade the LACMTA system,” said CEO Art Leahy.
with future high-Speed rail service. LACMTA used its “They are slotted for bus and rail projects that will work
Measure R funds, approved by the Los Angeles County together to buy us improved mobility and move us closer
voters in 2008, to aid in leveraging state funding to Los to our goal of creating a 21st Century transit network for
Angeles County. our region.”
Projects benefiting from state bond funds include $264 The projects were included in the Long Range
million for the Regional Connector project, which will Transportation Plan and were chosen because they already
improve connectivity county-wide by linking the Blue, are underway and the new round of funding will ensure
Expo and Gold lines via a 1.9-mile extension of light-rail they stay on schedule.

PEOPLE
Alameda Corridor-East Construction

Authority elected El Monte, Calif., Mayor Pro Tem
Norma Macias as chair and Montebello, Calif., Councilman
Jack Hadjinian as vice chair of its board of directors.
Auto Truck Group named Steve Terry as regional
fleet sales manager and Mike Pekny regional fleet sales
manager.
Continental Rail Corp. named Ambassador Ned
Siegel to its board of directors.
Kal Krishnan Consulting Services, Inc.,
appointed Gary Gordon, PE, to associate vice president.
Kansas City Southern promoted Darin Selby to vice
president energy markets and shortline partner relations.
Las Vegas Railway Express, Inc., elected John
McPherson to chairman of the board and George
Rebensdorf to director; former Chairman Gil Lamphere
remains on the board as director.
New York City Transit named Joseph Leader acting
senior vice president, Department of Subways.
Norfolk Southern named James Squires president
and Cindy Earhart executive vice president administration,
effective June 1; and named David Lawson vice president
coal marketing, Michael McClellan vice president industrial
products and Jeffrey Heller vice president intermodal and
automotive marketing; Daniel Smith, senior vice president
energy and properties, has elected to retire.
Parsons Brinckerhoff named Hugh Fuller senior
engineer manager of its Transit and Rail Technical
Excellence Center.
RailWorks Corporation named Mark Patterson
president of its transit systems subsidiary L.K. Comstock
National Transit, Inc., and named Nuno Pereira president of
its Canadian subsidiary PNR RailWorks Inc.
STV hired Aarin Silver, PE, as vice president of its
Transportation and Infrastructure Division’s Western Region.
SYSTRA promoted Joseph Sais, PE, to executive vice
president, engineering.
Nebraska Central Railroad Company
named Tres Meyer chief operating officer.
Unity Railway Supply Co., Inc. and IRECO, LLC
named Marc Trani president, succeeding Bob Grandy
who retired.
Watco Mechanical Services named Mark
Peterson-Overton chief operating officer; Watco
Transportation Services named Anwar Aiken
general manager and Nathan Champion trainmaster of the
Alabama Southern Railroad; Watco Companies hired
Nate Henderson as director of operations for the Central
Region for its Terminal and Port Services division and
named Justin Cox assistant trainmaster for the Wisconsin
and Southern Railroad; Watco Western Australia
Rail hired Ken Potts as vice president projects.

INDUSTRY TODAY
USDOT releases more than $3.7 billion for
Sandy-related repairs
The U.S. Department of Transportation released an the Port Authority of New York and New Jersey. Of the
additional $3.7 billion to transit agencies in New York and $3.7 billion in disaster relief funds, $2.4 billion is allocated
New Jersey and $30.9 million to Amtrak. The funds come for recovery and rebuilding projects, while $1.3 billion is
from the Disaster Relief Appropriations Act of 2013. dedicated to increasing the transit systems’ resiliency in the
In addition to supporting ongoing post-storm recovery face of future disasters.
work, nearly one-third of the money, made available through Before submitting grant applications for the newly-
the Federal Transit Administration’s (FTA) Emergency Relief announced funds, the transit agencies are required to
Program, is set aside to help transit agencies begin investing develop a list of eligible projects and work with FTA to
in resiliency projects to help ensure that their transit assets, meet eligibility requirements.
from trains and buses to stations and subway tunnels, are “We have learned from the back-to-back impacts of
better able to withstand future disasters, such as major floods. Hurricanes Irene and Sandy that it is vitally important
“We continue to work closely with the transit agencies to prepare for the future,” said FTA Administrator Peter
hit hardest by Hurricane Sandy to ensure they can recover Rogoff. “Investing in the strength of the region’s transit
from this terrible disaster and emerge stronger than before,” infrastructure now will help reduce the impact of travel
said U.S. Transportation Secretary Ray LaHood. “The delays, disruptions and economic losses when the next big
millions of riders in New York and New Jersey deserve a storm hits.”
robust public transportation network that can deliver the Examples of resiliency projects may include elevating
service they depend on every day.” storm drains to reduce the volume of water that pours into
Funds will be allocated to the Metropolitan stations below street level, installing higher capacity water
Transportation Authority of New York, the New York City pumps and installing back-up sources of power for lighting,
Department of Transportation, New Jersey Transit and flood pumps and other necessities. Because a significant

por tion of the seriously-damaged
transit infrastructure was already aging,
FTA will fund repair and replacement
projects that bring transit assets up to a
state of good repair.
FTA will continue to work with the
affected transit agencies and will make
additional Disaster Relief Act funds
available for additional recovery and
resiliency projects on a competitive
basis in the future.
The monies given to Amtrak are
to repair damage caused along its
Northeast Corridor.
“ A m t r a k s e r ve s a s a c r i t i c a l
transportation link throughout the
Nor theast Cor r idor and we are
committed to helping it rebuild from
Hurricane Sandy on behalf of the
thousands of riders who rely on it each
day,” said LaHood. “We continue to
do all we can to help make all of our
storm-damaged public transportation
systems whole again.”
The grant reimburses Amtrak for
$20.1 million in expenses associated
with pumping water from tunnels and
debris removal and for immediate and
on-going repairs to infrastructure. The
balance of the grant money will fund
repairs to the East Tunnel that connects
Manhattan and Queens, the North
River Tunnel that connects New Jersey
and New York City and other facilities.
“The storm’s wake demonstrates the
necessity to not only rebuild, but to invest
in our infrastructure so we are better
prepared to withstand and recover from
future natural disasters,” said Federal
Railroad Administrator Joseph Szabo.
Additional repairs to rail, crossties,
ballast, third rail signal systems,
pump stations, circuit breakers and
infrastructure are still on-going and are
expected to continue throughout the
summer months.
Correction:
In the NRC Directory within
the May issue of RT&S, on
page NRC 2, under 2013
Board of Directors, it reads
Joe Daloisio, Railroad
Constructors and should have
read Joe Daloisio, Railroad
Construction Co., Inc.

INDUSTRY TODAY
Calculating maximum allowable
curve speeds using new FRA rules
scheduled to become effective July 11, 2013
By Louis Cerny, Railway Engineering Consultant
The changes in the FRA Track Safety Standards allowable speed for the curve.
scheduled to go into effect July 11, 2013 have a new way Where the existing Vmax formula shows 3, the new
of calculating allowable train speeds on curves. In the formula, shown in (D) below, shows E u . For most
present regulations, the timetable or design speeds on a track professionals, this is no change, because Eu will
curve have no effect on the allowable speeds, but they do equal 3. All rolling stock is assumed by the FRA to
come into play in the revised standards. be qualified to operate at 3 inches of unbalance (also
Because many freight railroad standards for curve called cant deficiency), so unless all cars of a train
speeds are stricter than present FRA regulations due to are qualified to operate at a cant deficiency of over 3
the economics involved in curve maintenance, the change inches, the Vmax formula is calculated just the same as
will not have an effect in many circumstances, but it will in the present regulations.
still effect when slow orders are required by the FRA Now, however, we measure the elevation using the
when various levels of irregularities occur. methods now shown in the 07/11/13 changes as footnote
Because of the complexities involved, it was felt that one. While this new method of measuring elevation differs
an example would be the best method of showing the slightly from the present standard by using 11 instead
differences. of 10 points through the 155-foot track segment, so
The example is a 2 degree curve with a design both end points are included, many track professionals
elevation of 2 ½ inches, and a timetable speed of 60 (including some FRA inspectors) have been using the
mph, which later degrades to have an elevation of only 11 point method all along, so this will not represent a
1¼ inches. change for them. Say upon measuring we find the actual
elevation has degraded to only 1¼ inches, then a new
Calculations using present standards footnote 2 to 213.57(b) comes into play. Working through
Using the present (pre-07/11/13) standards, if we check the Vmax equation gives a MAPTOS of 55.1 mph. But
the curvature and elevation using the methods shown in under the new rules we can use the new footnote 2 to find
footnotes 1 and 2 in 213.57(b) and find that it matches that there is a one inch tolerance in the cant deficiency for
the design, then by using the Vmax formula in 213.57(b) which equipment is qualified.
as using Ea as 2.5 inches and D as 2 degrees we get Using the Vmax formula with 3 inches plus the
62.7 mph, showing the 60 mph posted speed is OK, as one inch tolerance, as shown in (D) above, gives 61.2
calculated in (A) above. mph, which allows the curve to remain at the timetable
If however, at some later date we measure the operating speed of 60 mph.
elevation, using the method in footnote 1 in 213.57(b), This tolerance does not apply if the curve is designed for
that the elevation has degraded to only 1¼ inches, then 1¼ inches elevation, but is meant to provide a maintenance
the same series of calculations in (B) indicate that the tolerance. The same applies to deviations from design
allowable speed is only 55.1 mph, so a slow order would curvature, which is measured as per the new footnote 3.
be needed. It must be understood that your railroad’s instructions
may be different than FRA standards, and so a change
Calculations using new FRA standards in FRA standards may not necessarily mean that a slow
Under the new standards, the Vmax formula gives us order does not still have to be posted on your railroad
what is called the “Maximum Allowable Posted Timetable under the circumstances of this example. Be sure to
Operating Speed,” (MAPTOS). check with appropriate company officers before changing
As will be shown, this is not same as the maximum any procedures.

NRC CHAIRMAN’S COLUMN
Rail conferences – past,

present and future
Congratulations to the American Short Line and in a wonderful location, full of high-level attendees
Regional Railroad Association (ASLRRA) for 100 and informative speakers.
years of service to their members and the railroad And finally, don’t forget to save the date: The
industry. The Centennial Convention in Atlanta in 2014 NRC Conference will be held at J.W. Marriott
late April was a huge success and a record setter in Palm Desert, Calif., from Sunday, January 5,
for attendance and number of exhibitors. The 2014, through Wednesday, January 8, 2014.
Marriott Marquis host hotel was in great shape, it Updated information will eventually be posted on
was an excellent crowd and I enjoyed seeing many www.nrcma.org/go/conference.
familiar faces. As always, the conference was well The NRC was pleased to recently make
organized – in my opinion, it’s the second best contributions to support rail education programs
conference of the year in our industry. Hint, hint, to the University of Tennessee, Knoxville’s
see you in January at the NRC Conference. C e n t e r f o r Tr a n s p o r t a t i o n R e s e a r c h a n d
A special highlight was the tribute dinner for Michigan State University’s Certificate Course
retiring ASLRRA president Rich Timmons, which in Railway Management.
also doubled as a successful fundraiser for the The University of Tennessee, Knoxville’s
worthy ASLRRA Political Action Committee. Center for Transportation Research seeks to
Keith Hartwell of rail government affairs firm conduct a program of research in transportation that
Chambers, Conlon, & Hartwell, LLC, provided is recognized for its excellence, comprehensiveness,
the entertainment and speeches by him, his innovation, productivity and national leadership;
colleague Adam Nordstrom and Association of develop and sustain the technical expertise of
American Railroads (AAR) President and CEO Ed high-quality transportation research and to serve
Hamberger helped provide Gen. Timmons with a the transportation research, service and training
fitting send-off. AAR Chairman of the Board and needs of state and local government, business and
Union Pacific President and CEO Jack Koraleski industry in Tennessee, the southeast region and the
and Federal Railroad Administration (FRA) nation. For more information on the University of
Administrator Joe Szabo were also in attendance. Tennessee, Knoxville’s Center for Transportation
Gen. Timmons has served the ASLRRA and the rail Research, visit: http://ctr.utk.edu.
industry well and he will be missed. Michigan State University’s Certificate Course
While we’re on the subject of rail industry in Railway Management offers a comprehensive
conferences, there are four more good ones to put course for railroad employees to grow professionally
on your calendar before you start 2014 with the and increase their management capabilities. The
NRC in California. course was developed and evaluated by the Railway
T h e A m e r i c a n P u b l i c Tr a n s p o r t a t i o n Management Program Staff, working closely with
Association Rail Conference is in Philadelphia, Pa., Class 1 and Class 2 railroad education and training
from June 2 - 5; it’s the year’s best gathering of top directors, as well as the AAR, ASLRRA and FRA
rail transit professionals. decision makers and other transportation industry
The National Railroad T h e A m e r i c a n R a i l w a y D eve l o p m e n t leaders. For more information on Michigan State
Construction & Maintenance Association (ARDA) has their Annual Meeting in University’s Rail Transportation Program, visit:
Association, Inc. San Francisco, Calif., also on June 2-5. ARDA is www.raileducation.com.
500 New Jersey Ave., N. W. the premier professional association for railroaders With support from NRC members, the NRC
Suite 400 interested in issues related to freight rail economic will plan to continue to support rail education
Washington D. C. 20009
and industrial development, environmental factors, programs throughout the country as they train the
law, real estate and technology. next generation of rail industry leaders.
Tel: 202-715-2920
The huge joint AREMA/REMSA/RSI/RSSI 2012 was the safest year in railroad history.
Fax: 202-318-0867
Railway Interchange event will be September While we’re all out in the field this construction
www.nrcma.org
[email protected] 29-October 2 in Indianapolis, Ind. If you’re reading season, let’s remember to make 2013 an even safer
this magazine, you really have to be at this event. year yet.
And the Railway Tie Association (RTA) will Work safe and keep those around you
hold their 95th Annual Symposium and Technical working safe.
Conference in Lake Tahoe, Nev., from October by Terry Benton,
9-11. The RTA Conference is always a classy event NRC Chairman

TTCI R&D
Testing new weld products

at the Facility for Accelerated
Service Testing by Daniel Gutscher, senior engineer and
Joseph LoPresti, principal investigator, TTCI
TTCI engineers test two different weld techniques that

target different industry welding challenges, welding
high-strength rails and repairing railhead defects.
T
ransportation Technology (390 Brinell hardness) compared to
Center, Inc., regularly standard thermite welds (320 Bhn)
tests new or improved to better match the surface hardness
r a i l we l d i n g p r o d u c t s of high-strength rail and maintain the
submitted by industr y toughness of a standard weld in the
vendors at the Facility for Accelerated base. HDR welds enable the repair
Service Testing (FAST), Pueblo, Colo. of railhead defects without changing
Two rail weld products recently the stress-free temperature of the rail.
tested at FAST are the head alloyed Figure 1 shows the locations of the test
weld from Orgo-Thermit, Inc., and welds installed in Section 3 of the High
the head defect repair (HDR) weld Tonnage Loop (HTL), a five-degree
from Holland L.P. Head alloyed curve with a four-inch superelevation.
welds are thermite welds that have The test train at FAST operates at
increased running surface hardness 40 mph, which is about six mph
overbalance speed in Section 3.
Ten head alloyed welds installed
at FAST in Februar y 2011 have
accumulated 324 million gross tons
(mgt) of heavy-axle-load (HAL)
traffic with no ser vice failures in
high-strength rails; they have shown
a reduction in wear rate at the weld
centerline of approximately 50 percent
compared to standard thermite welds.
Two groups of eight HDR welds
were installed at FAST in 2011. The
first eight welds were made in rail
plugs at the Holland L.P. facility and
then installed in January 2011; they
have accumulated 344 mgt with no
service failures. The remaining eight
welds were installed in September
2011, using a mobile head-repair
welder; they have accumulated 230
Figure 1: Test weld locations at mgt with three service-related failures.
FAST in the High Tonnage Loop. Weld testing at FAST is conducted

TTCI R&D
Figure 2, Left: Longitudinal cross section of the HTL. Seven of the welds were the adjacent rail. The rail experienced a
of head alloyed weld showing regions with made of high-strength rail with an initial higher wear rate than the harder weld.
hardness of >380 Brinell (yellow) and >400
hardness of approximately 390 Bhn, two For the weld installed at the junction
Brinell (orange).
were made in intermediate strength rail of the two rail grades, the weld metal
Figure 3: Running surface profiles with a hardness of 340 Bhn and one neither grew nor dipped compared to
comparing a head alloyed weld at 90 mgt was made at the junction of the two rail the rails (about 0.002 inch). The heat-
to a standard thermite weld at 72 mgt. grades. Note that the manufacturer does affected-zones on both sides dipped, but
Indicated weld, heat-affected-zone and rail not recommend using the alloyed plugs the weld itself saw very little wear/batter
regions are approximate. in mixed strength or standard strength relative to the adjacent rails.
rail welding applications, but this was
by TTCI as part of the Association done to investigate how unintended Head defect repair welds
of American Railroads’ Strategic application of the alloy plugs can affect Holland L.P. and EWI collaborated to
Research Initiatives Program for weld service performance. develop an electric flash railhead repair
improved rail welding and heavy-axle- TTCI conducted visual inspections, weld that enables repair of defects in
load implementation. hardness measurements and longitudinal the head of the rail up to approximately
profiles of all weld running surfaces. four inches in length without cutting
Head alloyed thermite welds Initial measurements were taken within the full cross section of the rail,
Orgo-Thermit developed the head four mgt of installation, and ongoing preserving the stress-free temperature
alloyed weld to provide increased weld measurements were takn approximately of the rail. HDR welds can repair
running surface hardness that better every 25 mgt throughout the test. detail fatigue cracking, small shells and
matches the running surface hardness Plots of the longitudinal profile small engine burns. The HDR process
in high-strength rails. The welds are recorded at the different tonnage levels consists of several steps. First, a V-cut
identical to standard thermite welds were overlaid to align the rail running is made in the railhead using a rail saw
except that alloying elements, which surf aces. This approach allowed and specially designed jig. Figure 4
increase hardness and strengthen the observation of weld and heat-affected shows rail that has been prepared for
weld metal, are added to the head of zone running surface wear and batter HDR welding. A wedge-shaped insert
the weld when the head riser fills during relative to the adjacent rail surfaces. is set in place and the welder head is
the weld pour. The alloying elements For the weld installed in high-strength lowered over the rail. The welding is
are held in a small metal container that rail, a steady wear rate was observed initiated and proceeds automatically
is incorporated into the bottom of a at the centerline of the weld running through the flash and forge processes.
patented thermite weld diverting plug. surface that was approximately 50 The expelled metal is sheared and the
When the head riser fills, the hot molten percent slower than observed in standard welder head removed. The weld is then
steel melts the alloy container, dispersing unalloyed thermite welds. Figure 3 manually ground to match the profile
the alloy elements into the head of the compares an overlay for a head alloyed of the rail.
weld. Figure 2 shows a longitudinal weld made in high-strength rail against Holland produced a series of HDR
cross section of a head-alloyed-weld an unalloyed weld made in the same welds in its laboratory. The welds were
with a hardness map overlay that shows rail. In the intermediate strength rail, the made in short rail plugs that were then
hardened regions in the weld head. alloyed weld centerline appeared to grow sent to TTCI for installation in the
In February 2011, TTCI installed over time. This was a direct result of HTL. In January 2011, Holland sent
10 head alloyed welds in the high rail the weld being significantly harder than a standard flash weld truck to TTCI

and welded the rail plugs into strings mgt from fatigue that initiated at Figure 4, Left: V-cut made in railhead
as they were placed in track. A string stress concentrators located under the preperation for HDR welding.
containing six laboratory-HDR welds railhead. At 132 mgt, ultrasonic railflaw
was installed in the high rail and a inspection found one weld that had Figure 5: Running surface profiles for a
string containing two laboratory-HDR developed a fatigue crack, which also labratory-produced HDR weld at 257 mgt
welds was installed in the low rail. initiated at a stress concentrator. The and a mobile unit produced weld
at 200 mgt. Indicated weld,
After the January 2011 installation, stress concentrators were related to
insert and rail regions are approximate.
H o l l a n d t r a n s i t i o n e d t h e we l d the post weld shear and grind process,
technology from the laboratory to a which left material under the railhead.
mobile weld unit. Then, in September Of the remaining mobile unit in-track rail and will eliminate the sharp
2011, Holland sent a mobile weld welds, three were removed for nontest transition from rail to insert, which
truck with the prototype HDR welder related reasons and two remaining acted as stress concentrators and
head to install a series of test welds in mobile unit in-track welds have contributed to fractures observed in
the HTL, five in the high rail and three accumulated 231 mgt of traffic. this test. This change will also reduce
in the low rail. the post weld grind time.
TTCI conducted periodic Conclusion
measurements of longitudinal running The Orgo-Ther mit head alloyed • I nser ts are being manufactured
surface profile and hardness of the ther mite welds showed improved with improved chemistry and heat
test welds. Profiles were overlaid to resistance to batter and wear compared treatment to produce the desired
reveal trends in running surface metal to standard unalloyed thermite welds. hardness for strong running surface
flow. For both sets of welds, metal flow HDR welds, similar to other performance and resistance to rail
and wear occurred across the entire railhead repair weld processes, tend end batter.
length of the insert (i.e., between both to be sensitive to stress concentrators • T he mobile welder head trans-
ends of the flash weld at the running under the railhead. The harder former is being reworked to bet-
surface). After installation of the welds, laboratory-produced welds showed a ter distribute the power to the rail
the laboratory-produced weld inserts greater resistance to wear and batter and weld insert. This will result in
had hardness values near 410 Bhn and compared to the mobile unit in-track reduced heating of the weld insert,
the mobile unit in-track weld inserts HDR welds. which will improve the metallurgical
had hardness values near 360 Bhn. integrity and final hardness.
Correspondingly, the wear rate of the Future testing •M odifications are being made to the
laboratory-produced welds was slower Holland L.P. and EWI are making welder hydraulic system to change
than the wear rate of the mobile unit the following changes to their welding how the wedge-shaped inserts are
in-track welds. Figure 5 compares process to improve the in-track forged into place, resulting in
overlays for a laboratory-produced performance of the welds: reduced stresses and improved
weld with a mobile unit in-track weld. • T he inserts are being machined to running surface.
None of the original laboratory- better match the railhead profile and TTCI is making plans to establish a
produced welds have failed in service the weld shear is being redesigned new HDR test at FAST that will
and have accumulated 344 mgt of to better conform to the rail. The evaluate these changes. Installation of
traffic. Two of the mobile unit in-track changes will result in a final weld the new test welds will likely occur
welds broke in service at 94 and 188 that is more confor mal to the during summer 2013.

Suppliers help railroads maintain
smooth surfaces at grade crossings to
ensure safety for all.
Annual report:
grade crossing
surfaces by Jennifer Nunez, assistant editor
R
ailroads, motorists, bicyclists sections. An example of this can be exponentially. Class 1s are adding to,
and pedestrians all cross paths found near the entrance to the new or improving existing lines, to meet
at grade crossings. This is why College World Series baseball stadium these demands.”
safety is of utmost importance to in Omaha, Neb.
railroads, suppliers and the public. American Concrete Products has Century Group
Manufacturers are offering up the manufacturing plants in Nebraska Century Group, Inc., has produced
A Century Group concrete crossing installed.
most technologically advance products and Texas with satellite operations by precast concrete grade-crossing panels
for a smooth and safe passage accross. rail on the East and West Coasts. The for more than 25 years and has been
company offers steel clad concrete in business more than 65 years. The
American Concrete Products surface crossings for any tie type or company provides personnel who travel
American Concrete Products, which length. Customers receive a 10-year to project sites and assist customers in
has been in business for more than free replacement warranty, which the the design and development of panels
60 years, offers crossings for wood, company says is the longest running through “as built” measurements
concrete or steel ties. The company warranty in the industry. for that particular customer’s needs.
can supply for both 8-ft. 3-inch and “The oil and intermodal Centur y Group’s manuf actur ing
10-ft. steel ties. American Concrete industries are booming,” said Buz facilities are all certified by the National
Products also offers its customers Hutchinson, railroad sales and service. Precast Concrete Association.
complete ADA-compliant rubber for “Transportation of fracking materials The company offers crossings in
all types of ties on the field and gauge and crude oil by rail are increasing numerous rail sizes with features such

annual crossing report
system that incorporates an interface crossing has failed before replacing,”

for asphalt on the field side, while said Wayne Weszka, vice president,
utilizing standard panels for the rail products, Hanson Pipe & Precast.
gauge area,” said Jerry McCombs, “We would like to see crossings
vice president of the Railroad put on a schedule like railroad ties
Products Division. and rail to improve the transitions
“We continue to batch/mix all of our between the tracks and the actual
own concrete at our company-owned/ road surface.”
operated facilities, versus using ready- He notes the driving factor is
mix, combined with using grade 72 funding to improve the signalization
reinforcement, versus grade 60,” said areas, however, he says there needs
Koppers’ treated full-depth panels. McCombs. “Using 12,000-psi stronger to be more funding to improve the
reinforcement, combined with hands- actual grade-crossing surface using
as custom surfaces to match color on QA/QC from batching/mixing our more efficient crossings that have
and textured paving at passenger sta- own concrete and having certified longer life expectancies.
tion platforms and sidewalks. Century welders, enables us to provide a high- “The cost to close a railroad crossing
Group can also provide crossties with quality product to the marketplace. is increasing every year and it is harder
its crossing surfaces and offers custom Improved capacity and inventories at to get a complete road closure; longer-
manufacturing for various rail configu- our manufacturing facilities allows us life crossing surfaces would help solve
rations, such as turnouts, curves, cross- to continue to respond quickly to our this problem,” he explained.
overs, diamonds, wide/narrow gauge, customers’ needs.” In the future, he says he sees a need
extreme loads, pedestrian and ADA for a modular railroad crossing that
crossing applications. Hanson Pipe & Precast can handle higher volumes and higher
“Centur y Group also has a “ M o s t r a i l r o a d s wa i t u n t i l t h e train speeds to keep up with today’s

higher-speed trains. The company tires and can be recycled at the end of
notes that it is close to coming out their useful life.
with this new product. HiRAIL full-depth rubber
Currently, Hanson Pipe & Precast g rade-crossing systems are said
offers its new 16-ft. by 8-ft. modular t o p r ov i d e a s m o o t h , s a f e a n d
crossing and is working on a high- attractive crossing surface for motor
speed module. Hanson’s crossing vehicles. They are manuf actured
products have a textured, skid- t o a c c o m m o d at e m o s t c o m m o n
resistant surface. rail sizes, rail fastenings and wood,
concrete or steel ties.
HiRAIL Corporation Pe d e - S t r a i l i s a p e d e s t r i a n
As it pertains to high-speed rail, Walt American Concrete Products’ crossing surface that meets ADA
Barr y, vice president of HiRAIL crossing panels installed. requirements. It has all the features
Corporation, says that he feels the of HiRAIL full-depth rubber and
goal would be to have as few grade can be installed on concrete ties, as comes with a raised diamond surface
crossings as possible. well as timber. It is manufactured for pedestrian stability.
“Where it is not feasible to eliminate in var ying lengths so 18-inch tie HiRAIL RS is a rubber rail seal
or grade separate a crossing, the spacing is not required. product that works in conjunction
major modifications would be in the HiRAIL manufactures a complete with asphalt or poured-in-place con-
crossing warning devices more than the line of rubber grade-crossing surfaces crete crossings and is manufactured
surface,” he explained. including Hi-Rail, Pede-Strail and to fit most common rail sizes on tim-
The company now offers a rail HiRAIL Rail Seal (RS). HiRAIL ber or concrete ties using all types of
seal product that can accommodate crossings are a g ree n prod u ct, rail fastening.
all types of rail fastenings and it manufactured from recycled vehicle Barr y says he sees the highest

An Omega crossing being installed

on the Los Angeles County
Metropolitan Transportation
Authority’s Gold Line in Azusa, Calif.
spec ifications, in cluding B NSF,

Canadian National, Union Pacific
and Kansas City Southern.
It also produces generic Koppers
specs for full-depth crossings and
panels with asphalt in the center. The
company offers clients wood crossings
that are solid timber panels to cover
8-ft. 6-inch, 9-ft. and 10-ft. crossties
or single panels for asphalt centers.
Koppers also produces generic panels
for both full-depth crossings and for
crossings using asphalt centers.
demand from the Class 1s. Koppers KSA

“Most likely because they have the Koppers states that business has Scott Craig, general manager
greatest number of crossings; we also been stable for several year s. of KSA, says 2012 was one of the
see a large demand from transit and T h e c o m p a ny o f f e r s f u l l - d e p t h company’s best years ever and is
commuter rail systems.” timber crossings meeting Class 1 expecting 2013 to be ver y similar

LT Resources’ Endurance-
XL Crossings supplied for the CSX
Intermodal Terminal in
Worcester, Mass.
or slightly better. He says the Class

1s continue to be steady, but sees a
slight upward trend with transits and
with industrial applications.
KSA is a PCI and AAR
M-1003 cer tified f acility located
i n S c i o t ov i l l e , O h i o, w h i c h h a s
been in operation since 1992.
The KSA concrete grade-crossing
design is a full-width, full-depth
s y s t e m t h at a c c o m m o d at e s r a i l
sizes from 112-lb. to 141-lb. rail.
Its panels are designed for both
timber and concrete crossties and LT Resources The solid panel design includes
are manufactured with a heavy steel LT Resources’ ENDURANCE-XL skid-resistant surface and extends the
angle frame, high-strength 7,000- PLUS design crossing, which is a composite material into the flangeway
psi concrete and come with attached 136-lb. mainline crossing surface, is to provide a more cost-effective
r ubber flangeway, bear ing pads, scheduled for full-scale production late product, says Linda Thomas, president
deflectors and lag screws. summer 2013. of the company. Lifting devices are

OMNI crossing on
the South Shore Railroad in Gary, Ind.
included to assure efficient installation and easy removal

for track maintenance.
Recently, LT Resources supplied approximately 1,900
track feet of ENDURANCE-XL Composite Crossings,
which were manufactured using a proprietary engineered
recycled plastics formulation for the CSX Intermodal
Terminal in Worcester, Mass. More than 700 bales of
plastic waste, or approximately 233 metric tons of plastic
materials, were recycled on this project, rather than
disposing of the waste material in landfills.
Omega
“Crossing business is off to a very good start this year,”
said Mark Mottola, national sales manager at Omega
Industries, Inc. “We ended 2012 with our busiest year to
date and expect 2013 to be even better. Class 1 railroad
orders from BNSF, Union Pacific and Canadian Pacific,
along with Amtrak and a host of large transit projects, are
pushing sales higher each year.”
As a result, Omega is in the process of updating its
four manufacturing facilities to keep up with crossing-
panel demand. The goal is to have annual production
capacity of 150,000 track feet (28 miles) of precast
panels by the end of this year.
As concrete technology continues to evolve, Omega
is constantly keeping an eye on new materials and
techniques to help build a better product. The company
is now using fiber reinforced concrete in all of its panels.
Not as an alternative to rebar reinforcement, but in
addition to traditional reinforcing methods.
“The fiber improves panel durability, impact and
abrasion resistance and reduces damage from freeze/

thaw,” Mottola noted. “This adds a blends for flange areas and that Polycorp manufactures products
little to upfront material costs, but transits are driving the most demand. for ever y type of surface, rail size
helps offset the higher cost of having to However, he notes that budgets seem and track construction, including
prematurely replace a crossing.” to have decreased this year since traditional railseal to precast
In addition to manufacturing and many cities are struggling financially. concrete panels.
supplying crossing panels, Omega says As high-speed rail gains interest The rise in transit expansion has led
it has been taking a more active role in year-to-year, Cigrang says the company Polycorp to develop a complete line
crossing design. is currently working on quotes for of rail and special trackwork isolation
“Many customers have come to rely various projects. products. The company’s patent-
on us to help field measure and design pending TrackJacket Encapsulation
their more difficult crossing projects,” Polycorp Ltd. System allows for stray current and
he explained. “There are many Polycorp Ltd. has developed a new vibration mitigation throughout the
techniques we are able to recommend Removable Railseal crossing system for whole rail network.
that will increase crossing longevity.” use in concrete road surfaces and high- “The rise in fuel costs throughout
wear areas. the world is taking people off the
OMNI “The system allows the rubber roads and onto the rails,” Bedford
OMNI Rail Products, Inc., offers railseal to be removed, repairs to be noted. “This has resulted in an all-
full-depth heavy-duty virgin rubber, made and the r ubber reinser ted t i m e h i g h i n t r a n s i t r i d e r s h i p.
Rubber Rail Seal, TraCast Concrete in a fraction of the time it takes for This increased ridership has seen
“tub-style”, bolt-on r ubber for traditional repair work,” said Brad the payback shor tened for transit
concrete panel crossings and standard Bedford, technical sales coordinator. expansion in major city center s,
concrete crossings. “This new design allows for overnight leading to immediate launches of
Bob Cigrang, vice president of rail and fastener repairs to be made shovel-ready projects. Many of these
sales and marketing , says he has without costly detours and rush hour expansion projects are utilizing
noticed a trend in specialized rubber road closures.” Polycor p’s line of electr ical and

vibration isolating Epflex railboot, that these products facilitate vibration S olid Fu ll- Width Tim b er Pan el
Rail Seal and TrackJacket products to dampening inside the train, as well Crossing for 10-ft. crossties, along
improve their system’s performance as the surrounding areas. Because of with the traditional sized panels
and reduce future maintenance.” this, Polycorp has refined its line of for 8-ft., 6-inch and 9-ft. crossties.
The intricate track construction of elastomeric track products for supply. Another new feature for Stella-
high-speed rail requires a number of Jones crossings includes dap(s) that
elastomeric products be used in the Stella-Jones will accommodate MSR or Pandrol
track structure, Bedford says and noted Stella-Jones Corporation now offers a plates with E-clips. Additionally, the
company can manufacture crossing
panels for tur nouts, if detailed
drawings are provided.
The company has three basic styles
of crossing surfaces: The Full-Width/
Full-Depth Panel style for 8-ft. 6-inch,
9-ft. and 10-ft. crossties, which cover
the entire crosstie; the Standard
Timber and Asphalt style with two
10-inch field side timbers doweled
together and one 10-inch gauge side
of the rail timbers and the Single/
Single style crossing with a 10-inch
gauge side timber and a 10-inch field
side timber.
“It appears that more customers are
coming back to the timber crossings,”
noted Jim Jordie, reg ional sales
manager. “I believe it may be due to
the fact that we have not seen huge
increases in the cost of crossing timbers
and therefore, they remain a good
value for the dollars invested.”
TRANSPO INDUSTRIES
“ O u r n e w p e d e s t r i a n f e at u r e s ,
COLOR-SAFE ® and STEP-SAFE ®,
work as an integrated safety system
with our BODAN® Grade Crossing,”
explained Karen Dinitz, marketing
and communications director for
TRANSPO INDUSTRIES.
BODAN uses a br idge design
concept where the vehicle axle loads
are transferred directly to the rails.
Panel tests show they are capable
of withstanding loads in excess
of 44,000 lbs. Its welded steel cage
reinforcements support HS 25 traffic
loads and the high-friction granular
surfacing material provides a skid-
resistant surface. BODAN’s precast
polymer concrete is imper vious
to salt, diesel fuel and moisture and
offers optional surface-mounted LED
warning lights, she notes.
Dinitz says there is a new focus on
pedestrian and bicycle safety and
because of this, the use of color
pavement on and through the crossing
is commanding new interest.

Equipment & Materials
Grade-crossing surfaces, communications and
signaling equipment, fillers and housings
Grade-crossing American Concrete Products—

Guide
eliminate gaps between panels. Cen- both standard and custom track gaug-
Manufactures the UP/BNSF concrete tury Precast offers on-site assistance es. Grade-crossing panels can be man-
surfaces crossing panels in accordance with for tie layout and panel installation. ufactured with custom surfaces, color-
the AAR-M1003 quality standards. Phone: 800-527-5232. ing, lengths, widths and shapes. Light
Its in-house developed concrete mix rail transit grade crossings include a
is designed to resist alkali-reactivity, high-resistivity flangeway filler manu-
protect from rapid freezing and thaw- factured to meet ADA specifications.
ing, while maintaining compressive Phone: 800-527-5232.
strengths well above the minimum
6,000-psi. Services include field mea-
suring and engineering to meet any
A&K Railroad Materials, Inc.—Full- curve, turnout or special crossing
depth rubber grade crossings are requirement. The company prides itself
comprised of interlocking tongue and in providing innovative, cost-effective Century Group Inc.—Custom turnout
groove panels providing a continuous solutions. Phone: 402-331-5775. crossings are manufactured to meet
surface. The 100% rubber panels fit specific job-site objectives. With more
tightly to the rail and are impervious than 60 years of railroad construc- Century Group Inc.—Hi-Rail Access
to salt, ice and moisture. No lag bolts tion and precast concrete experience, crossing panels manufactured to
are required, eliminating potential Century provides on-site consultation, install in standard and non-stand
failure points. Fits rail sections 100 design and layout to meet the clients’ ard-gauge tracks. The Century Hi-Rail
lb. and up on 8-ft, 6-in. or 9-ft ties project needs. After delivery, Century Access crossing panels are custom
on 18-in. centers. Will accommodate offers on-site installation assistance. manufactured to fit over third-rail
up to 23 degrees of curve. Panels Phone: 800-527-5232. restraint brackets and steel surrounds
can be modified to fit concrete ties. insulated with non-conductive protec-
Phone: 800-453-8812. Century Group Inc.—State-of-the- tive shields. Phone: 800-527-5232.
art, full-depth concrete grade-crossing
panels install directly on crossties,
requiring no shims or headers. Cross-
ings are manufactured to custom fit
curves, turnouts, crossovers, concrete
and steel ties and special flangeways. Century Group Inc.—Custom cross-
Crossings are manufactured to accom- ing panels, from devil strip panels to
modate any size rail and are designed diamond crossings, can be manufac-
to be economical and durable. Phone: tured to meet project requirements. Century Group Inc.—Custom
American Concrete Products— 800-527-5232. Century provides job-site consultation, designed full-depth concrete ped
American Concrete Products has cost analysis, design layout and instal- estrian crossings that meet ADA
been in the railroad industry since lation assistance on all of its projects. specifications. Century manufactures
1952 and supplies crossings for Phone: 800-527-5232. pedestrian crossing with custom sur-
steel ties. Structural steel-framed, faces and colors to match existing
test-proven, shunt-resistant, full- pavements. Century pedestrian cross-
depth crossing panels for installa- ings are manufactured to be installed
tion on wood, concrete and steel ties on steel, wood or concrete ties. Phone:
are offered. The uniquely designed 800-527-5232.
panels, along with its patented pre- Century Group Inc.—Custom-built,
attached rubber flangeway filler, can full-depth concrete grade crossings Century Group Inc.—Lagless steel-
be removed easily for routine main- fit any curve up to 20+ degrees. Cen- Century Group Inc.—Light rail trans- clad full-depth precast reinforced
tenance. With sizeable inventories at tury’s experienced field representa- portation industry crossings: Century concrete grade-crossing panels. Can
manufacturing plants in Omaha and tives are available to field measure works closely with the client, identifying be used on wood, concrete or steel
Dallas, the company competitively curved grade crossings and design the grade-crossing challenges and pro- ties. Panels are available for tangent
prices and ships products with very custom-built panels to fit into the viding cost-effective solutions. Century or curves, vehicular or pedestrian
little notice and in some cases, the curve. Panels butt up to one another offers highway and pedestrian cross- applications. They are manufactured
same day. Phone: 402-331-5775. without the use of filler plates to ings to the light rail transit industry for to accommodate a variety of rail sizes

Equipment & Materials Guide
100% recycled plastics formulation.

and fasteners. Custom sizes and ing surface for motor vehicles. Hi-Rail Also recyclable. New “Plus” design
shapes are available for custom appli- crossings are easily removed and accommodates mainline rail profiles design. Serving main line railroads,
cations. Phone: 800-527-5232. reinstalled when track maintenance is and all types of fastening systems. shortline railroads, transit, indus-
required and are resistant to a wide Durable, long-lasting, superior grade try, and port authorities, Omega has
ESCO Equipment Service Co.—Jumbo variety of chemicals including road salt. crossing product with an improved established a reputation for quality,
Tie Caddy, Model JTC-101, is designed The tongue and groove design provides skid resistant surface designed for all delivery, and service. Products include:
to place and remove double-plank a water tight seal between each pad types of traffic conditions. Non-con- The BNSF / UPRR Common Standard
crossing timbers, help eliminate back and the pads are molded to fit the rail, ductive, impervious to moisture, harsh Lag-Down Panel, Non-Lag Concrete
injuries associated with manual han- keeping water and debris out of the elements and severe temperatures. Crossing Panels, Custom Curved Pan-
dling of crossing timbers. With a 19-in. track while protecting the rail. HiRail Includes installation hardware and els, Custom Turnout Panels, DF Track
opening, this device can double as a Crossings come in both lagged and on-site technical support. Pre-bored Crossing Panels, ADA-approved Pedes-
bridge-timber-handling device. Weight lagless styles. The lagless style lessens and countersunk, or drill in the field. trian Crossing Panels, Steel Switch
30 lbs. Phone: 847-758-9860. cross tie degradation as well as allow- Includes lifting devices and built-in Point Covers, Steel Switch Plates,
ing for installation on concrete ties. The composite flangeway filler. Extend the Steel Track Boxes, and Spreader
ESCO Equipment Service Co.— 100% rubber composition helps elimi- life of Endurance®-XL Plus or standard Bars. Omega manufacturing plants
Insulated Joint Sling, Model IJS-501, nate false shunting of track circuits and Endurance® -XL Highway-Rail Grade are conveniently located in Washing-
designed to safely handle and position dampens the forces of vehicles over the Crossings with composite railroad ties ton, California, Nebraska, and Texas.
insulated joint plugs without damage crossing. Each crossing pad is com- to meet AREMA standards. Available Phone: 360-694-3221.
to the insulated joint. Rated capacity of posed of recycled tire rubber which is as a complete package. Best value for
4,000 lbs. Weight 34 lbs. Phone: 847- fully encased in virgin rubber making your construction and maintenance
758-9860. it an environmentally friendly product dollar. Phone: 800-440-1517.
which can be recycled at the end of its
ESCO Equipment Service Co.—ESCO useful life. Phone: 800-274-7245. Magnum Manufacturing Corp.—Insu-
Equipment offers a complete line of lated concrete grade crossings are con-
hydraulic tools designed to remove and Koppers Inc.—Koppers produces creo- structed to prevent electrical current
install grade-crossing material. Pow- sote treated full depth timber crossings from passing from one rail to another OMNI Products, Inc.—OMNI’s Heavy
ered by a portable power unit, boom for the Class I, Shortline Railroads and rail. This insulation, when used in con- Duty rubber grade-crossing system
truck or back hoe with optional tool Industrial accounts. We also produce junction with a rubber flangeway filler, is the only full-depth rubber crossing
circuit. Phone: 847-758-9860. gage and field flangway panels specifi- provides maximum protection to pre- made from 100% virgin rubber. The
cally for use with asphalt or concrete. vent shunting. Phone: 801-785-9700. durable Heavy Duty system is designed
FITE Corp.—Full-depth steel and con- Panels are produced from oak and to withstand repeated punishment of
crete grade-crossing panels can be hardwoods and treated to 7 or 8 pound Magnum Manufacturing Corp.— high-speed, high-average-daily-traffic
installed on concrete or wood ties. Easy retention, determined by the specifica- Pedestrian Walkovers fully engineered, volumes. This product’s durability, long
installation and removal for track main- tion. Phone: 888-567-8437. in-plant, prefabricated modular steel life and low maintenance requirements
tenance. Phone: 888-FITE-CORP. construction. Phone: 801-785-9700. make it ideal for most applications.
Heavy Duty can accommodate rail sizes
ranging from 90 lbs to 141 lbs. Custom
panels can be made for curves up to 16
degrees. Phone: 815-344-3100.
KSA—Full-depth/full-width reinforced
steel-framed concrete crossings are
HiRAIL Corp.—Pede-Strail is a full- available for both timber and concrete
depth rubber walkway system for tie track structures. The panels come Magnum Manufacturing Corp.—
use at pedestrian railroad cross- with attached rubber flangeway and all Smooth, low-impact concrete grade
ings. Pede-Strail’s raised diamond necessary hardware to secure the panels crossings are manufactured to fit any
pattern provides a smooth, slip- to the ties. The panels are manufactured rail from 115-lb to 136-lb, and can be OMNI Products, Inc.—The OMNI
resistant crossing surface for ped to accommodate rail sizes ranging from engineered for any length of tie or tie Steel Reinforced system is the only
estrians, bicyclists and handicapped 112 lbs. to 141 lbs. KSA is a PCI and spacing and for curves, switches and steel-reinforced rubber crossing
individuals. Pede-Strail meets ADA AAR M-1003 certified facility. Phone: frogs. Phone: 801-785-9700. product available. This system incor-
requirements. Phone: 800-274-7245. 740-776-3238. porates 100% virgin rubber panels
Omega Industries, Inc.—Omega reinforced with corrugated steel
HiRAIL Corp.—Hi-Rail Full Depth Rub- LT Resources, Inc.—ENDURANCE® manufactures a high-quality Con- plate and installed on longitudinal,
ber grade crossing systems provide -XL Plus Highway-Rail Grade Crossings crete Grade-Crossing System with an pressure-treated, hardwood shims.
a smooth, safe and attractive cross- are manufactured using an engineered innovative attached rubber flangeway This durable product has been shown

Grade-crossing surfaces
to withstand the impacts associated VRA system combines the benefits Premier LRT Modular System provides
with high-ADT applications. It can of a full-depth concrete gauge panel complete rail isolation for track elec-
also accommodate concentrated uti lizing OMNI’s full-depth, stand- trification. The Premier Continuous
loads, such as lift trucks. While Steel alone 100% virgin rubber RailGuard Rail Boot provides a quiet, shunt-free
Reinforced is the logical choice for flangeway fillers, along with Rail- crossing surface. Premier Modular is
industrial applications, it is also Guard rail seals used in conjunction designed to eliminate the installation
used on major highway crossings with asphalt on the field sides. This This tie-less system incorporates elas- and maintenance costs associated with
with high ADT and a high percentage design is ideal for use with 8-ft, 6-in. tic fasteners to secure the rail to the ties, ballast, and rail fasteners. This
of truck traffic. Steel Reinforced can timber ties. Other combinations, such base of the rail troughs and maintain three-piece system consists of a base
accommodate rail sections from #20 as IC/Heavy Duty are available. Phone: a consistent toe load. A continuous unit, and two center panels. The base
up to #141. Custom panels can be 815-344-3100. protective rubber rail boot insulates unit sits on a highway-style road base
made for curves up to 25 degrees. the rail from electrical interference. and evenly distributes the load over a
Phone: 815-344-3100. RailGuard™ virgin rubber panels are large footprint. Rail sits in the base unit
installed on the gauge side of the rail and is locked in place with two remov-
to effectively cover the rail fasteners, able center panels. The base units and
while maintaining a consistent, posi- center panels are cast to match the
tive flangeway. The stand-alone Rail- rail profile, and act as a continuous
Guard™ rubber panels can be easily rail support. An optional rubber insert
removed with a lining bar, eliminating is easily installed to reduce the flange-
the need for heavy equipment, for rail way opening to meet ADA requirements.
OMNI Products, Inc.—The Improved OMNI Products, Inc.—Improved Con- inspection and repair. Widely used in Modules are available for 100-lb to
Concrete (IC) system incorporates pre- crete/Embedded Concrete Rubber (IC/ industrial applications, TraCast™ is 140-lb rail, in lengths of 4 ft and 8 ft.
cast concrete panels with OMNI’s full- ECR): This unique full-depth, full-width also used on high-ADT highway cross- Tapered modules are available in 4-ft
depth, stand-alone 100% virgin rubber system combines the IC-design full- ings, as well as on transit, branchline, lengths and can be used in curved track
RailGuard™ flangeway fillers. Like all depth concrete with stand-alone virgin port and terminal applications. Tra- up to 30 degrees. Modules are manu-
concrete panels in the OMNI line, these rubber flangeway fillers in the gauge Cast™ is available in 6-ft lengths with factured with a non-conductive, salt
full-depth, steel-framed, steel-reinforc with ECR (concrete with attached rub- 45-degree tapered ends. Custom pan- (chloride)-resistant concrete mix. All
ed concrete panels are designed to han- ber) panels on the field side. Available els are available for curved track up to Premier modules come standard with a
dle typical (HS 20-44) highway traffic in 8- and 9-ft lengths, this design is 16 degrees. Phone: 815-344-3100. non-skid diamond plate surface. Phone:
loads. The full-depth, stand-alone vir- available for timber or concrete tie appli- 503-285-8391.
gin rubber RailGuard™ panels cushion cations and for curves up to 16 degrees. Premier Concrete Railroad Cross
load, control surface water, and provide Phone: 815-344-3100. ings—Rail/Highway Bridge Modular
electrical insulation. The IC system can System. Custom designed to incorpo-
be installed on either timber or concrete rate Premier’s tie-less modular fea-
ties. Custom panels can be made for tures, this system meets Coopers E-80
curved track up to 16 degrees. Phone: railroad loading specifications, as
815-344-3100. well as H-20 highway loadings for all
forms of vehicular traffic. “The Bridge”
replaces normal bridge decking materi-
OMNI Products, Inc.—Embedded als and track support, with the con- R ail-Way, Inc.—Supplies full-depth-
Concrete Rubber is the latest genera- crete modular system offering complete rubber grade-crossing systems in stan
tion of OMNI’s patented single-com- rail isolation, resistance to invasive dard 36-in. modules for both tangent
ponent concrete/rubber design. ECR road salt (chloride) attack, while ensur- and curved track up to 22 degrees.
is designed with a rubber flangeway ing long-term, low-maintenance ser- The Rail-Way system is designed for
OMNI Products, Inc.—Embedded filler molded directly into the face of the vice. “The Bridge” can be modified to fast, economical installation or removal
Concrete Rubber/RailGuard™. ECR/ steel-framed, steel-reinforced, concrete meet rail and highway applications. for track maintenance. The patented
VRA is a unique combination con- panels. This shunt-resistant system Phone: 503-285-8391. hinge kerf in the gauge pad allows
crete/rubber utilizing OMNI’s patented eliminates handling separate concrete quick placement without special tools
Embedded Concrete Rubber for gauge and rubber components during ship- Premier Concrete Railroad Cross or equipment. A four-man crew with
portion of the crossing and virgin rub- ping and facilitates ease of installation. ings—Modular Tieless Crossing Sys- a backhoe can install as much as 30
ber RailGuard panels for field portions. ECR comes in 8-ft, 8-ft, 1-1/2-in., 9-in. tem for freight. This design is suited for track-feet per hour under normal condi-
This system, which can be installed on and 10-ft lengths, and can be installed use in extreme loading, high average tions. The system is available in stock
timber or concrete ties, is ideal for use on either concrete or timber ties. This daily traffic and curved-track situa- for rail sizes from 90 lbs to 140 lbs, and
with 8-ft, 6-in. timber ties. Other com- system is used on all major railroads; tions. The modular system is designed tie lengths of 8 ft, 6 ins. and 9 ft, wood
binations, such as ECR/ Heavy Duty, commu ter, transit, shortline and region- to eliminate the installation and main- or concrete. Phone: 563-852-7794.
are available. Phone: 815-344-3100. al railroad lines, as well as in ports, tenance costs associated with ties,
yards and terminals. Custom panels ballast and rail fasteners. Phone: 503-
can be made for special trackwork and 285-8391.
curves up to 25 degrees. Phone: 815-
344-3100. Premier Concrete Railroad Cross
ings—Modular Tieless Crossing System
OMNI Products, Inc.—OMNI’s Tra- for transit. This design is specifically
OMNI Products, Inc.—Improved Con- Cast™ precast concrete module designed for light rail transit use. With Rail-Way, Inc.—Manufactures a
crete/RailGuard™ (IC/VRA). The IC/ eliminates the use of ties and ballast. the use of a continuous rail boot, the concrete grade-crossing system with

pre-attached flangeway filler that Rail Support System designed for tran separate timers with different volt-
facilitates ease of installation and sit, trolley, light rail and slow-speed, ages and time ranges. It features
removal for track maintenance. The low-tonnage freight. It features an open a wide voltage and selectable time
shunt-resistant steel frame sur- rail groove to accommodate the rail and range. Input operating range is +8V
rounding the concrete panel is pow- its rubber support system. It is avail- d.c. to +35V d.c. Vital Time delays
der coated to give maximum protec- able in all existing StarTrack versions one second to 19 minutes, 59 sec-
tion from the elements. The panels and offers improved economy, adapt- onds may be configured in one-sec-
feature 7,000 psi and are available ability, electrical insulation, rail isola- ond increments. Time-delay accu-
for rail sizes from 115 lbs. to 140 tion and vibration and noise dampen- sel fuel, salt and moisture. Optional racy is +0.1% of the thumbwheel
lbs. Engineered in accordance with ing. Phone: 888-965-3227. safety features include surface mount- setting. Vitality is ensured through
AASHTO HS20-44 loading specifica- ed LED warning lights and color pave- the use of Safety Assurance Logic
tions. Each panel has a non-skid sur- ments. Phone: 800-321-7870. Software. Phone: 800-717-4477.
face and protection from freeze/thaw
cycles. Phone: 563-852-7794. ALSTOM—New and improved AURO-
RA™ LED Signal offering. ALSTOM is
StarTrack Railroad Crossings—The continuously improving its offering to
StarTrack II modular precast-concrete meet our customers’ changing needs
platform grade-crossing system uses and to take advantage of evolving
no ties and is set on a prepared sub- Steel Crossings, Inc.—SCI manufac- technologies, as they become avail-
grade to form a self-supporting slab tures heavy-duty, diamond-plate, cus- able. ALSTOM has recently introduced
system free of vertical or lateral move- tom-designed steel railroad crossings two 12-in. and one 8-in. AURORA ret-
ment. Rail lays on UHMW polyethylene for heavy crossing areas. Steel crossings rofit kits for the highway crossing sig-
strips, which cushion impact loadings are easily installed, easy to maintain, nals: the AURORA 300 and the AURORA
and protect the underlying concrete and ideal for severe weather conditions, TRANSPO® INDUSTRIES, Inc.—STEP- 160. The new AURORA 300 signal (300
surface from abrasion. This new design with no tearing, chipping, splintering or SAFE® ADA tiles have been used for LEDs) provides superior light output.
incorporates one-piece construc- cracking. Phone: 412-820-7030. ramps, crosswalks, and train station With 1,600 candela on axis, it is the
tion with Pandrol fasteners for ease platforms since 1993. We proudly brightest LED signal in the market
of installation and easy access to rail introduce STEP-SAFE® surface today. The new AURORA 160 signal
without disturbing the crossing. Each applied mats. No bolts are required (160 LEDs) offers not only improved
panel is cast of 6,000-psi concrete and making installation fast and easy. brightness but is also the most-cost-
is 14 ins. thick by 8 ft wide by 5 ft STEP-SAFE® has a proven record effective signal. Both signals feature
(or 7 ft, 6 ins. and 17 ft, 6 ins.) along of strong resistance to the effects of regulated light output and come in
the track. StarTrack panels are precast wear, weather and other environmen- completely sealed enclosures. Phone:
at regional Oldcastle plants to facili- tal conditions. Phone: 800-321-7870. 800-717-4477.
tate delivery, quality and professional Stella-Jones Corp.—Durable oak tim-
supervision. Phone: 888-965-3227. bers are used to manufacture the solid
Full Panel crossing. The field panels
are 20 inches wide, consisting of two
10 inch timbers with a notch on the
top side of the field panels to prevent
false flange damage to the panels. The
(2) gauge panels are 25 ½” wide and
the panel consists of three 8 ½” wide ALSTOM—ALSTOM’s new AURORA
timbers. Both field and gauge panels TRANSPO ® INDUSTRIES, Inc.— Gate Arm Light also benefits from
StarTrack Railroad Crossings—The are doweled together and can be pre- Color-Safe™ can be used to demar- the new LEDs and is three times
StarTrack II-HD design is a one-piece bored with countersunk holes for drive cate and increase visibility of Grade brighter than the previous genera-
module with Pandrol clips. Heavy-truck spikes or lag screws. Gauge panels can Crossings. Color-Safe is the long tion. With its 36 ultra bright LEDs
or industrial loads are accommodated be shipped with pre-attached timber lasting solution to color pavement per unit, it is actually the brightest
by larger and thicker modules, with flangeway filler blocks. The end panels marking increasing safety for pedes- LED gate-arm light with the widest
additional reinforcing. The size of these can be beveled to help prevent dam- trians and bicyclists. Color-Safe’s viewing angle (30-degree) available
modules is 16 ins. thick by 11 ft wide age. Panels can be made to accom- durable high definition color is UV in the market today. It exceeds the
by 5 ft along the track. Special design modate almost any tie plate and hard- and wear resistant and glass beads AREMA-recommended 70-degree
mixes are available for deicer-corrosion ware. Timber & Asphalt Type crossings can be added to further increase ret- beam spread and is compati ble
and freeze-thaw problem areas. Phone: are also available - The Single Gauge/ ro-reflectivity. Phone: 800-321-7870. with all suppliers’ highway cross-
888-965-3227. Single Field or Single Gauge/Double ing products. Tested over 200,000
Field Type. Phone: 800-272-8437. operations, it has not had one single
Communications LED failure. The new AURORA Gate
TRANSPO ® INDUSTRIES, Inc.— and signaling Arm Light is also available as a
Bodan ® grade crossing system, kit, which contains everything for a
designed for heavy-traffic, supports equipment and quick and easy one-man, one-tool,
HS 25 traffic loads. Modular panels
remove and reinstall easily for routine
warning devices 10-min ute installation. Plus, its
unique design utilizing plug-in quick
StarTrack Railroad Crossings—Star- track maintenance. The skid and wear ALSTOM—The Microchron Vital connectors and coil cord allows for
Track II-TS is an all-new Transit Light resistant surface is impervious to die- Timer eliminates the need to stock an easy positioning of the lights on

Communications and signaling equipment and warning devices
the gate arm. Just plug and connect. Ansaldo STS—The HC-20 LED light new solid-state module that drives
Phone: 800-717-4477. is a 12-in. highway-crossing signal the gate arm during the first 45
that features a light emitting diode degrees of descent. The Model 95
American Concrete Products— module enclosed in a cast alumi- mechanism is suitable for entrance
Since 1952, American Concrete num, water-tight case eq uippe d gates and exit gates in a quad-
Products has been manufactur- with side-view ports. Designed to gate system. Phone: 412-688-2400.
ing precast signal foundations. Its maintain sufficient light outp ut
signal foundations are manufac- even if discrete LED failure should Ansaldo STS—The PN-150EVT timer
tured in accordance with AREMA occur, the LED module is brighter is a microprocessor-based vital time
design standards. With its sizeable than conv ent ional incandescent element relay that is a direct plug-in
inventory, the company offers 15 of lamps and consumes approximately replacement for the PT-55 mechan
the most common signal founda- 30% less power. The HC-120 LED ical timer. The PN-150EVT is suitable
tions, in addition to several unique signal light meets AAR and AASHTO wherever a vital delay pick-up relay
ones with custom bolt patterns. standards and has an estimated is needed and it can be used for time
Whether its signal, wayside, flash- operating life of 100,000 hours. The locking, loss of shunt protection and
ing or cantilever foundations, the HC-120LED can replace existi ng delayed clearing of signals. A printed
experienced sales and engineering light units that have 30-degree/15- Model 95 include heavy-duty coil circuit board that includes the micro-
team can help determine the best degree, 20-degree/ 32-degree and springs for vertical and horizon- processor and associated circuitry is
products to meet its clients’ project 70-degree/0-deg ree spread and tal dampeners; a new solid-state mounted within a plug-in-style relay
needs. Phone: 402-331-5775. deflection patterns. Phone: 412- motor controller includes diag- enclosure. A four-character LED dis-
688-2400. nostic LEDs and test functions for play on the face of the timer indicates
Ansaldo STS—Ansaldo STS offers a confirming operation; capability of operational status. The timing interval
full line of aluminum cantilevers in Ansaldo STS—The Model 95 Gate indefinite motor stall; and higher- of the PN-150EVT timer can be set any-
lengths from 20 to 40 ft. These can- Mechanism, meets or exceeds all strength gears and a maintenance where between 0 and 3,599 seconds (0
tilevers, designed to meet or exceed AAR and other industry specifica- switch that enables the mechanism minutes to 59 minutes, 59 seconds).
all AAR and other industry specifications, features an integral cast- gate arm support assembly to be When used with the specially-designed
tions, are maintenance-friendly and aluminum housing and cover and rotatated to the down position via adapter base, the PN-150EVT can be
offer ease of installation. Both mast is driven by a permanent magnet electrical power. The Model 95 gate plugged directly into an existing PT-55
designs will mount on a four-bolt gear motor. It has a stall torque of mechan ism
can be fitted with a base with no wiring changes. Phone:
foundation. Phone: 412-688-2400. 2,000 ft-lbs. Other features of the pedestrian gate arm and features a 412-688-2400.

Astro-Tek Associates—Adjunct or between the lamp and junction box. AC outputs; LED status indicators for
primary controls for public and pri- Several mounting options are avail- battery input and four AC track circuit
vate grade-level crossing-warning able. Phone: 847-758-9860. outputs; efficient and cool operation;
systems where loss of shunt is a plug-in I/O connector. Three-year lim-
problem. The warning systems use recorder|analyzer that incorporates ESCO Equipment Service Co.—ESCO ited warranty. Phone: 918-307-0098
test-proven logic control and low- video recording of train and vehicle Safety Strobe Kit features Lightman®
power buried magnetometer sen- movements at interconnected cross- Xenon Strobes, the brighest portable
sors that provide constant warning ings. Captures user-defined states of lights available today. Various lens
time and data activation logging as traffic signal and crossing warning colors are available. The Lightman
options. Phone: 203-755-2323. systems. Features solid-state video, can be attached to equipment, traffic
up to eight HD cameras, configu- cones, worn on reflective vest belts and
Astro-Tek Associates—The Four rable parameters, notifications and clothing, anyplace where high visibility
Quadrant Exit Gate Control Sys- alarms. AREMA- and FRA-compliant. is critical. Weight 3.5 ounces. Phone:
tem consists of an array of special Phone: 817-886-8207. 847-758-9860.
magnetic detection sensors stra-
tegically placed within an island
crossing that are hard-wired to
a central controller located adja- Genesis Technologies, Inc.—T-Rx
cent to the track. Upon receipt of 7100 Rail Shunt Augmenter System
a signal from the standard track (pronounced tee-rex) helps provide
circuit that a train is approaching reliable shunting for railroad signal
the crossing, the sensor array is systems. Features: 7.1 VDC output
interrogated to determine if a vehi- Energy Abosorption Systems A Trin- Exide Technologies—The Absolyte IIP to track; 120 VAC or 12 VDC; system
cle presence is detected within the ity Industries, Inc. Company—Stop- Single Cell Module battery is designed diagnostics; circuit breakers; isolated
island. In addition to the detection Gate™ vehicle arresting safety barrier for ease of handling in railway signal inputs and outputs; system check out-
and control system, a data-gather- gate helps prevent vehicles from enter- applications. The Absolyte IIP repre- put; automatic switchover to DC; surge
ing and data-retrieval system has ing a railroad crossing. The StopGate sents the third generation of the Abso- protection; plug-in style connectors;
been developed to provide real-time technology ultimately changes the lyte product line with field-proven expe- wall or rack mount; three-year limited
information on each train’s pas- function of typical railroad crossing rience since 1983. The proprietary MFX warranty. Phone: 918-307-0098.
sage. Such data provide a valuable arms from one of “warning” to positive alloy offers superior cycling and long-
tool to evaluate performance and crashworthy protection. Consists of a file capabilities. The rugged Absolyte GE Transportation Rail—The SCX-1
reliability analysis for the design housing that contains components for IIP battery is able to recover from deep (Solid State Crossing Controller) is a
of operating algorithms embedded raising and lowering gate arms, which discharges, and can accept a high rate fully-programmable, microprocessor-
within the system controller. Phone: are made up of three 19-mm-diame- recharge. It is freeze tolerant. Phone: based, AC/DC track circuit system
203-755-2323. ter energy absorbing steel cables set 630-862-2200. designed for railroad-crossing con-
inside two 90-mm-diameter aluminum trol. The system provides reliable
tubes. The tubes are connected by a Genesis Technologies Inc.—Remanu- shunting in rusty rail conditions. It
series of rectangular aluminum con- facturing grade-crossing equipment. requires minimal wiring to implement
nectors welded vertically between the We understand signal systems opera- and a standard crossing applica-
upper and lower tubes. The gate arm is tion and how they function in the field. tion program (STDXING) is included.
deployed using a vertical pivot action– We understand the critical nature of Phone: 800-825-7090.
similar to a crossing warning gate– railroad signal equipment and pay
and utilizes a positive locking device attention in every aspect of our work.
at each end of the arm to secure the We ensure our products and services
gate across the roadway. The locking meet or exceed the quality required by
gate at the far end of the gate arm is our customers. Phone: 918-307-0098.
located in the highway medium, which
helps prevent traffic from going around
CTC, Inc.—U-1400 vital inductive the gate, while the gate arm itself pre-
loop processor detects equipment vents the vehicle from going through it.
for yard switching and interlocking Maximum gate width is 55 feet (16.7
applications; detects vehicles for four m), and it is accepted by FHWA as a
quad-gate crossing systems; provides NCHRP 350 TL-2 attenuator that can
enhanced shunting for rusty rail|salted stop a 2,000 kg (4,400 lb.) pickup truck
crossings. Digital technology combines traveling at 70 km/h (44 mph). Phone:
standard vital monitoring techniques 312-467-6750. GE Transportation Rail—The HXP-3
with self-checking for consistent, reli- (Highway Crossing Processor) series
able detection. Technical: 12 V inputs ESCO Equipment Service Co.—Asso- Genesis Technologies, Inc.—T-Boss of constant warning time crossing-
isolated from detector; 9.5 – 18 VDC. ciated Signal Co.– The Ultra Lite gate 7400 ACDC Track Driver (pronounced control units is designed to provide
Phone: 817-886-8230. arm light assembly is engineered to tee-boss) provides 10 percent more consistent detection times with varying
be the most-durable gate light avail- output power than conventional ACDC train speeds. Fashioned to interface
CTC, Inc.— The Interconnected able. Molded from impact-resistant track drivers and with the XP option, advanced microprocessor technol-
Grade Crossing Operations Recorder polycarbonate material, the one-piece 25 percent more output. T-Boss7400 ogy with long-term reliability, ease of
(IGOR™) is the only grade-crossing device is designed to prevent breakage features: 12V DC input; four isolated maintenance and design flexibility.

It is available in two models: HXP-3 ble-ribbed aluminum. These include available for immediate shipment.
provides stand-alone operations for one- and two-sided engineering and Parabolic reflectors in glass, plastic
single- or double-track applications; high-intensity grade models in both and metal are available in both 8-
HXP-3R2 provides built-in redundancy materials. Phone: 812-474-4256. and 12-in. sizes. The company stocks
for single- or double-track applications. replacement reflectors for all crossing
Phone: 800-825-7090. General Signals, Inc.—Gate Keeper lights and signals and has a complete
is a patented mechanical apparatus line of signal lenses. Inner and outer
which can be attached to any stand doublets are made of LEXAN™, glass
ard gate mechanism, mast-mounted and plexiglass. All standard sizes are
or fallback modes of operation. GE has or pedestal-mounted. It allows for available, including dwarf, inverted
developed a standard configuration vehicles attempting to pass through color lights and semaphore lenses.
using a combination of ElectroLogIXS a lowered gate arm to do so without Phone: 812-474-4256.
modules, along with a master program damage to the gate itself. Any standard
that enables users to select the operat- fiberglass/aluminum break-away gate General Signals, Inc.—Search-light
ing characteristics particular to their arm used in conjunction with the Gate lenses in LEXAN™, glass and plexi-
application. Phone: 800-825-7090. Keeper will, upon contact with a vehi- glass. Both flat and convex outer
cle, swing in a concentric motion and lenses are available to fit most manu-
allow the vehicle to pass, without any facturers’ light units. General Signals’
GE Transportation Rail—HXP/PMD-3 damage to the gate. The gate arm will inventory also includes plano magnify-
(Highway Crossing Processor/ Phase then return to its original position and ing compound lenses, plus 1-in. coni-
Motion Detector) is an entry-level pre- lock into place. A roller-bearing arm cals and flat colored roundels. Phone:
dictor with enhanced software allow- has recently been added to the design, 812-474-4256.
ing the user to switch to the predictor which allows it to operate with a gate
function simply by selecting the con- GE Transportation Rail—The GE one- arm of up to 40 ft in length. There is a General Signals, Inc.—Replacement
stant-warning option on the menu. The track, redundant motion detector uti- shear pin option for high-wind areas. lenses for most makes and models of
unit is available in three models. HXP/ lizes ElectroLogIXS modules to provide Phone: 812-474-4256. switch lamps still in use throughout
PMD-3D offers stand-alone operation redundant train detection along with the country. Phone: 812-474-4256.
for double-track applications. HXP- vital I/O. An internal gate and lamp General Signals, Inc.—The Survivor
PMD-3R2 provides built-in redundancy control module can also be installed gate arm has an 18-ft base section that General Signals, Inc.—LEXAN™ lens
for single-track applications. HXP/PMD to handle most typical installations, is manufactured from an 8-ft alumi- protectors. All standard sizes are avail-
-3R2 provides built-in redundancy for reducing the need for external equip- num sleeve in conjunction with a 14-ft able. Phone: 812-474-4256.
single- or double-track applications. ment. Phone: 800-825-7090. extruded Rovel plastic section that has
Phone: 800-825-7090. a triangle cross section. Rovel weather General Signals, Inc.—Electronic
General Signals, Inc.—Signal lenses, able polymer is an engineering thermo- Crossing Bell is a totally-electronic
roundels and reflectors. The product plastic that combines weatherability, device. The tone of the bell has been
line also includes highway crossing heat distortion and impact strength. If permanently recorded onto a micro-
bells, gate arms, gate lights, end-of- needed, a second section, up to 12 ft in chip and is then played back through
train lights, and patented gate-keeper length, made of pultruded fiberglass, is an outdoor speaker. Therefore, the
apparatus designed to prevent destruc- available. Phone: 812-474-4256. warning sound duplicates that of a
tion of gate arms when gate crashers traditional bell. No special wiring is
violate a downed crossing gate. Phone: General Signals, Inc.—Plug-In Gate required; the unit is connected to the
812-474-4256. Light Kit is constructed of Xenoy, with same wire leads that would be used for
plug-in connections to the side of the a mechanical bell. The electronic circuit
General Signals, Inc.—The aluminum/ Junction Box that eliminate time-con- draws less than 0.15 amps, which is
polyglas composite gate arm has an suming hand wiring. The lights can approximately 10% of the current draw
GE Transportation Rail—The Elec- 18-ft aluminum base and a second be mounted to the arm with standard of a typical mechanical bell. The bell is
troLogIXS XP4 supports a wide range section comprised of pultruded poly- mounting hardware or by utilizing the said to meet all applicable AAR recom-
of highway- rail grade-crossing appli glas, a composite material utilizing adhesive vinyl tape on the back of each mendations and pertinent specifica-
cations, incorporating constant warn fiberglass reinforced by thermoset poly- Junction Box and Pig Tail cables allow tions. Phone: 812-474-4256.
ing time and motion detection control, ester composites. Unidirectional fiber- for usage on gates anywhere between
crossing island train detection, vital glass oriented longitudinally provides 12 and 42 ft. Phone: 812-474-4256. KYOCERA SOLAR, Inc.—Solar electric
input monitoring, vital relay drive out- rigidity and an ultraviolet radiation power systems for railroad installa-
put control and ground fault detec- stabilizer is added to polyester resin to General Signals, Inc.—Gate Lights tions. Complete power system for way-
tion. Vital serial communication ports improve weatherability. Polyglas shapes and Junction Box are available in metal side signaling, including intermedi-
enable the ElectroLogIXS XP4 to com- have resistance to chemical and other and LEXAN™. Lights are available fully ate signals, 2-volt track circuits and
municate with ElectroLogISX, EC5 or corrosive environments. They are non- assembled with signal lamp installed. control points. Solar power systems
VHLC systems. It can be expanded to magnetic and non-conducting; their Polypropylene plastic junction box can also be used for hot box detectors
add radio signaling capabilities or to strength-to-weight ratio is superior to features hinge lid with snap closure. and communication sites. Systems are
operate remotely through a vital serial steel and aluminum and they are per- Phone: 812-474-4256. provided complete with all the neces-
data port. Phone: 800-825-7090. fectly elastic and will not take a set if sary components and documentation.
bent. Phone: 812-474-4256. General Signals, Inc.—Complete line Phone: 262-279-5322.
GE Transportation Rail—The GE four of both 8- and 12-in. highway-crossing
quadrant gate control system can General Signals, Inc.—Crossbucks roundels. All standard lenses for ped Invensys Rail Corp.—Safetran pro-
operate exit gates in timed, dynamic are available in fiberglass and dou- estal, cantilever and back lights are vides a complete, pre-wired crossing

warning and control system, packed selectable input logic programs that ing of crossing operation via multiple bracket at right angles to the roadway.
in a portable workshop and storage eliminate relays in most applica- communications options. Ownership The user then returns to the stand,
shelter. Everything needed is loaded tions, such as second-train-coming, costs are significantly reduced through lifts and rotates it to operational posi-
into a shipping container and deliv- directional sticks and traffic signal elimination of all mechanical relays tion. The shear pins are reapplied, the
ered directly to the crossing site. Items preemption. The SSCCIV model adds in a crossing, reduction of crossing clamp removed and the job is com-
are packed in the order that they will vital communications for applications installation and set-up costs—labor plete. Phone: 502-618-8800.
be needed, eliminating unpacking and such as four-quadrant crossing gates. and material—and reduced space
repacking. The container is weather- Phone: 502-618-8800. requirements. The automated inspec Invensys Rail Corp.—Model 2000
proof and can be locked to reduce theft tion, monitoring, testing and remote Motion Sensor is available in a non-re
and vandalism. Phone: 502-618-8800. Invensys Rail Corp.—The Safetran reporting capabilities significantly dundant system and redundant config
Event Analyzer Recorder II, SEARII, is improve crossing maintenance effi- urations. The non-redundant system
Invensys Rail Corp.—Walkout cantile- a flexible, cost-effective system for ciency. Overall, the system has the is designed for two-track installations
vers are available in single- and dual- monitoring and reporting equipment potential to reduce crossing downtime, and provides independent program-
mast styles to support arms ranging operation at grade crossing, interlock- rail and highway traffic delays and ming of transmit frequencies for Track
from 12 to 40 ft. These all-aluminum ing and wayside signal installations. total crossing ownership costs. Phone: 1 and Track 2. The redundant system is
assemblies are easy to install and The base unit, with 100,000 event stor 502-618-8800. designed for use in single-track instal-
are available with a complete line of age, can monitor most signal installa lations. The transmit frequencies for
flashing light units, crossing signs and tions. Both I/O and event storage cap Invensys Rail Corp.—Safetran’s both systems are field-programmable.
bells. An optional arm allows a gate acity can be expanded to monitor the standard, solid state, electronic bell is Both Model 2000 Motion Sensors are
mechanism to be mounted on the can- most-complex installations. All event available in loud or soft tone versions equipped with Safetran’s poor-shunt-
tilever. Phone: 502-618-8800. storage has battery back up. SEAR II for use at conventional crossings. The ing detection software. Phone: 502-
has built-in, automated testing func- new E-Bell ™ electronic bell contains 618-8800.
Invensys Rail Corp.—The S-60 tions and indicators and remote com a circuit that monitors bell perfor-
Entrance and Exit Gates from Safetran mun ications and reporting links. The mance, allowing the E-Bell to be used Leach International Corp. —Offers
are designed for full integration into sophisticated programming is capable in crossings equipped with the most hermetically-sealed electrical switch-
crossing-control systems, including of describing alarm conditions, test advanced monitoring/testing/reporting ing components for harsh environ-
remote monitoring, testing and report- modes, communications options and systems. Phone: 502-618-8800. ments. Products include solid-state
ing at the field and central office lev- control functions independent of the power controllers, keyboards and
els. Gate MTTR (mean time to restore) actual unit wiring. The supp orting Invensys Rail Corp.—Safetran sup- custom-engineered relay-rail control
is minimized through LED diagnostics, Wayside Alarms Management Systems plies “Railroad Crossing,” “Railway systems, positive train separation,
plug-in PCBs and use of an electric (WAMS) office applications provide the Crossing,” “Stop on Red Signal,” and communications-based control sys-
brake. The “Maintenance Switch” user interface for alarm acknowledge “Number of Tracks” signs for all types tems. Phone: (33) 3 87 97 98 97.
function will raise the heaviest coun- ment, initiating control functions and a of signal applications. They are low-
terweight stack, allowing the longest Web interface to field locations. Phone: cost, long-lasting, lightweight, easy- National Railway Supply, Inc.—
gate arms to be repaired or replaced. 502-618-8800. to-erect and maintain and corrosion- National Railway Supply’s introduc-
Entrance and Exit gates share 90% of resistant. The reflecting material, tion of the ELC Battery Charger line
components to simplify maintenance Invensys Rail Corp.—Safetran’s S3/ attached permanently to the sign face, provides the latest in technology for
and reduce spare-part inventories. Link and new High-Speed-Link Spread has wide-angle reflecting qualities to battery charging with the most-wanted
Safetran Model S-20 and S-40 gates Spectrum Radios are designed to pro- make the signs visible day or night. features at an economical price. These
can be upgraded to full S-60 capabili- vide communications over distances Phone: 502-618-8800. chargers are temperature compensat-
ties. Phone: 502-618-8800. up to 10 miles for signaling and gen- ed, have excellent SCR regulation and
eral-purpose data transmission. They Invensys Rail Corp.—The FLX-4000 low output ripple. Models available:
Invensys Rail Corp.—Complete Flash provide a method of sending crossing LED-type flashing light head is a one- 12/20S, 12/20D, 12/40S, 12/40D and
ing Light Signal assemblies are avail- recorder data from crossings to central piece replacement for incandescent 12/60D. Phone: 912-920-4575.
able with either incandescent or LED locations. When used in combination flashing light assemblies. The side-
light heads. Assemblies can include with HD/Link, vital circuit informa- light is directly illuminated by the main National Railway Supply, Inc.—
extruded aluminum crossbucks, track tion such as DAX circuits can be sent light source. The LEDs provide uniform National Railway Supply, along with
signs, mast, base, pinnacle, bell, between crossings. No FCC license is light output down to four volts. Chro- EnerSys Inc., the world’s largest
either type flashing light unit, cross required for either system and units maticity (color) is nearly identical to manufacturer of lead-acid batteries,
arms, backgrounds and visors. Specify can be arranged to form point-to- incandescent flashing light and beam examined the requirements of the
front, back, left-, right-hand indication. point or point-to-multi-point networks. intensity is superior. Beam alignment railroad signal and communications
Sidelights in LED heads are illuminat Phone: 502-618-8800. is not required. Incandescent flashing departments and developed a smart
ed direct from the main light source. lights are available in 8-3/8-in. and battery solution. Thus the introduc-
Phone: 502-618-8800. Invensys Rail Corp.—GCP 4000, the 12-in. diameters with a variety of lens tion of the Ironcald Type ELM or Exide
first fully-integrated crossing control options. Phone: 502-618-8800. Low Maintenance Railroad Sign al
Invensys Rail Corp.—Three micro system, integrates five separate cross Battery (flooded/wet/vented, design
processor-controlled, solid-state cross ing control functions into one compact Invensys Rail Corp.—Safetran’s ed to tolerate the harsh railroad
ing controllers are offered. All are avail unit that delivers the most efficient Gate Arm Helper Model 076575-X is environment and provide longevity
able in 20-amp and 40-amp versions and cost-effective train detection/ an application device that allows one that can exceed conventional main-
and have programmable flash rate, crossing control system available. The person to apply break-away types of tenance-free VRLA batteries when
gate delay and Loss-Of-Shunt Tim- system controls all warning, moni- gate arms in the field. It consists of used in similar signal applications
ers. Lamp output is regulated which toring and reporting functions at a an adjustable tripod stand to support with a more-economical price tag).
eliminates seasonal voltage adjust- crossing and allows remote set-up, the arm while the base end is lifted Amp hour sizes range from 80AH to
ments. The SSCCIII PLUS model adds trouble-shooting, testing and report- into place and clamped to a conversion 710AH. Phone: 912-920-4575.

National Railway Supply, Inc.—Dis- providing the highest level of operating
tributor for EnerSys Inc., to the rail safety. The Appollolite is field-proven
industry. EnerSys Inc., (formerly Yua- with 12,000+ units in service and
sa-Exide) is one of the largest battery meets OEM electrical equipment and
manufacturers in the world, especially FRA requirements. Quest’s warning-
after completing its recent acquisitions light control products are used in both
of Hawker, Varta, Chloride, & Power locomotive and transit car service.
Safe batteries. National Railway Sup Phone: 440-230-9400.
ply, Inc., and EnerSys Inc., are now able
to offer one of the largest and most- include adjustable float voltage. Built
complete line of batteries for every Railroad Signal International— on the same legendary ETC platform,
application. Phone: 912-920-4575. Supplier of highway grade-crossing these switch machine chargers are
warning systems and train-control built to last. Phone 763-972-2200.
Progress Rail Services Corp.— signals. Manufacturer of complete
Progress Rail Services Signal Divi- signal system material packages, Railway Equipment Co.—The new
sion is a leader in signal engineer- including signal houses and walk- Gate Monitor System completes the EZ
ing and design, rail crossing design QWICK KURB®, INC.—Qualifies for out cantilevers. Distributor of signal Gate® Crossing Gate Arm system by
and installation, highway and way- Quiet Zone use as a median sepa- components, equipment and hard- providing gate position detection while
side structure manufacturing, train rator. Consists of 3.5-in. to 4-in.- ware. Custom design, installation in the upright or horizontal position.
inspection and information systems high raised separator, rebound- and maintenance services provided. A tip sensor connects directly to our
and crossing event recorders. The able vertical panels with over 225 Phone: 800-543-2842. quick-connect gate lamp with no addi-
Signal Division also provides field sq. ins. of reflective sheeting and tional wiring to the gate lamp. The
management and construction ser- reflective arcs delineating raised Gate Monitor mounts inside industry
vices for large, on-going projects. profile at night. Discourages driver standard gate mechanisms and pro-
We offer a turnkey approach, from cross-arm violations. FHWA accept- vides contact closures for Gate Up,
survey to design and installation. ed. Backed by five-year limited Gate Down, Lamps Okay. Senses
Progress Rail manufactures struc- Road Hazard Warranty. Phone: 813- upright position at all times, even
tures for automatic grade crossing 645-5972. when gate lamps are inactive. Phone
warning systems, wayside signaling 763-972-2200.
systems and other unique systems. Railroad Controls Limited—RCL is a Railway Equipment Co.—EZ Gate®
We also provide a variety of prod- full-service supplier of design, instal- Crossing Gate Arm systems with LED
ucts and services for grade cross- lation, and maintenance services for Gate Lamps and optional integrated
ing and CTC applications. Our wire all facets of railroad wayside and Light-Out Detection system feature
shops excel in wiring and testing highway-rail grade-crossing warning patented quick-connect lamps and
signal houses to fit your design or signaling. The company specializes modular gate arms to fit any crossing
ours. We also manufacture custom in designing interconnect circuits for and provide safer installation for the
Local Control Panels (LCP) designed highway-rail grade-crossing warning maintainers with no drilling. Sawing, or
to site specific locations. Progress systems and highway traffic signals. splicing required to install, adjust the
Rail’s Train Inspection and Informa- Phone: 817-820-6300. arm length, attach the lamps. Alumi-
tion Systems includes bearing and num, fiberglass and combination gate
wheel scanners, Dragging Equip- Railroad Controls Limited—RCL arms available. Phone 763-972-2200. Railway Equipment Co.—These wind
ment Detectors (DED) and High/Wide is an authorized dealer of Motorola brackets are designed to keep gate
Load Detectors. We offer both rail two-way radio products and provides Railway Equipment Co.— The Cragg arms from being buffeted by high
mounted and In-Tie designs of scan- repair services for both radios and Railcharger® ATC and ETC Battery winds and from coming in contact
ners and DED. For highway cross- end-of-train devices. In addition to Charger Lines feature built-in tempera- with other structures while in the ver-
ings, our Crossguard stand-alone wayside signal systems, RCL provides ture compensation and the ETC line tical position. Constructed of galva-
system monitors crossings to detect PC-based central office CTC, track has an integrated voltage monitor with nized steel, the wind bracket arms
obstacles and help avoid derail- warrant and communication dispatch relay output and adds a volt meter. are fully adjustable. The wind bracket
ments. Event Recorders monitor the systems. Phone: 817-820-6300. Both lines may be used as power sup- can be ordered for either a 5-in. or
performance of the crossing compo- plies, as filtering is integral. Models 5.5-in. outside-diameter (O.D.) mast.
nents to ensure proper operation and Railroad Controls Limited—RCL from 5-60 amps and from 1-42.8 volts Phone 763-972-2200.
can alert a central office or main- is the manufacturer and exclusive selectable by number of cells and bat-
tainer when there is an issue at the supplier of the AHS* Automated Horn tery chemistry (NiCad or Lead Acid) are
crossing. For further information, System* and EMGS*+ Exit Gate Man- available. Phone 763-972-2200.
visit www.Progressrail.com > Signal agement System. AHS* reduces the
Products and Services, or call 800- area affected by train horn noise by Railway Equipment Co.—The Cragg
741-7112. 97% along rail corridors while pro Railcharger® SM ETC150 Battery
viding a safer crossing for motor- Charger features built-in temperature
Quest Corporation—Patented Appol- ists and pedestrians. EGMS*+ is a compensation, an integrated voltage
lolite Locomotive Warning Light and four-quadrant gate controller com- monitor with relay output, volt meter
Control Systems allow ditch lights to be plete with an internal self checking and integral filtering. This model has
used in manual or automatic, normal vehicle detection system. Phone: 817- an output of 5-10 amps, 110/124/ Railway Equipment Co.—RECo-
illumination or timed pulsing modes at 820-6300. 132/135/141- volts DC selectable NET® Remote Condition Monitoring
railroad crossings and rights-of-way, * Patented + Patent Pending by number of cells (Lead Acid) and System allows secure Internet Web

access to remotely monitor Cragg position and quality control. These 15-degree roundel to achieve unsur with no moving parts. All-aluminum
Railchargers®, EZ Gate Arms and lamps are in addition to the 12,000+- passed light output with a standard construction provides lightweight,
Lamps, Gate Monitoring Systems, hour RS (rough service) series lamps 25-watt lamp. Even when the reflector maintenance-free operation. The
Switch Machines, and Battery sys- for signaling and safety applications. becomes scratched and dirty, it can bell operating circuit board fea-
tems, as well as Remote Video Moni- In conjunction, GEMS has introduced out-perform most available crossing tures EP-ROM Memory, volume and
toring of grade-crossing sites with GEMS sockets featuring a 10-year signal lights. The new lamp bracket, impulse-per-minute rate adjustable
minimal data bandwidth require- warranty. Phone: 904-230-2840. with set screw adjustment, permits on circuit board, readily-accessible,
ments. Analog inputs allow the user easy focusing of the bulb. Complete separate compartment for operat-
to monitor incoming voltages, incom- velcorp/gems®—Long-life, high- assemblies can be ordered with all- ing circuit board, two-post terminal
ing currents, battery voltages, battery reliability railroad lamps for grade- aluminum mast, crossbuck, track strip in base and can mount to 5- or
currents, battery temperatures, with crossing and gate-arm lights. A volt- sign, “stop-on-red signal” sign, base, 4-in. mast. Phone: 773-254-9600.
notifications. Phone 763-972-2200. age rating of 8.8 volts satisfies FRA pinnacle, bell, flashing lights (now
85% lighting requirements. Lamp life available with LEDs), backgrounds Western-Cullen-Hayes, Inc.—The
is up to 7,000 hours. A 12-watt lamp and light hoods. Both one- and two- “Gate Gard” adapter permits the gate
that is as bright as an 18-watt lamp way indication light assemblies are arm to pivot with the impact of a motor
is available. Every lamp is inspected available, in 8-3⁄8-in.- and 12-in.- vehicle and safely return to its nor-
for filament position and tested to diameter sizes. Other arrangements mal horizontal position, even with 40-ft
S&C Distribution Co.—The Model 500 ensure quality control. Phone: 904- can be furnished to meet particular arms. The latch design of the “Gate
Jumper Keeper System. Maintainers 230-2840. requirements. Side lights are provided Gard” reduces the violent rebound that
won’t leave signal jumpers if they are as well. Phone: 773-254-9600. some ordinary spring-loaded adapters
using the in-vehicle Jumper Keeper velcorp/gems®—LED power-off can generate. Phone: 773-254-9600.
System. The Rack Unit stores the indicator for use with the company’s Western-Cullen-Hayes, Inc.—A
jumpers and the Dash Unit provides Power Off Indicator housings is pow- complete selection of grade-crossing Fillers and
the 80-dbA audible and red-light ered by the battery bus in the railroad signs includes an extruded aluminum fasteners
alarms when a jumper is missing (left bungalow and monitors the VAC input crossbuck, a track number identifica-
at the crossing). System accommo- to the bungalow. Phone: 904-230-2840. tion sign and a “stop-on-red signal” Crown Steel Rail Co.—The Flange-
dates up to 30 jumpers. Phone: 708- sign. All are aluminum for easy main- master is designed to provide a pro
444-4908. tenance. Phone: 773-254-9600. per flangeway and ensure a smooth
crossing. It is adaptable to paved
Safe-Crossings—Safe-Crossings Western-Cullen-Hayes, Inc.—High- and industrial areas where tracks
telescoping rail crossing gate pro- way-crossing bell Model 0333 fea- are installed. A rigid steel guard bar
vides full roadway closure up to 50 tures an adjustable ringing rate, a provides a smooth surface between
ft. The vertical height of the gate is condenser, improved intensity and a tracks, so that rubber-tired or steel-
only 20 ft long, making it ideal with special locking feature that allows the wheeled vehicles can cross without
overhead obstacles and high-wind bell cover to be secured with a stand jolting or unnecessary bumping. It is
situations. The gate mounts directly to Vossloh/Global Rail Systems—The ard AAR hex-nut wrench and a pad- suitable for use with concrete, asphalt
the existing break-away mechanism ATC series of crossing/warning train lock. Both loud- and soft-tone ham- or plank crossings. The system is
and can be fully installed in less than detection allows the application in mers are available. All bell models simple in design, easy to install and
two hours. Other applications include difficult crossing scenarios. Its are made with a cast-aluminum cover reduces job and maintenance costs.
four-quad closures and whistle-ban design allows for dependable detec- for easy access and all are adaptable Installation requires only blocks and
areas. Phone: 610-432-4612. tion in rusty rail applications, poor to any signal, or can be mounted on steel guard bar. Phone: 248-593-7100.
track conditions and does not require the mast or wall. Also available is
insulated joints. Directional and stick Model 0333-2, which operates on low-
logic make this the choice for reliable voltage a.c. or d.c. and Model 0666,
crossing applications. Phone: 817- operating on 120 volt a.c. Phone: 773-
291-3478. 254-9600.
Western-Cullen-Hayes, Inc.—Model FAB-RA-CAST®—FAB-RA-FILLER™

United Rentals Highway Technolo- 3597 Gate Mechanism is an inno- bonds completely to the rail steel
gies – Signs and barricades for grade- vation in crossing gate mechanism and to the panel regardless of its
crossing reconstructions. From sign technology, which features a new composition and retains its elastic-
fabrication to railroad crossing clo- motor and electronic gate moni- ity permanently. Because it is mixed
sures, United Rentals offers a compre- tor along with other improvements. on-site and poured in place, the
hensive line of traffic control products The Model 3597 is protected from material can be molded to provide a
and services for railroad customers. All damage when a gate is knocked off, totally-flat running surface between
signs and barricades are NCHRP-350 Western-Cullen-Hayes, Inc.—The obstructed while powering up, pump- the approach panel and rail head.
accepted and meet state specifications. 12-in., flashing-light, Model 985- ing, or power to the mechanism is FAB-RA-FILLER is a non-conductor,
Traffic control consulting services are 201 highway-crossing signals have a lost. Phone: 773-254-9600. making it safe for use in signal ter-
also available. Phone: 630-932-4600. deep-dish design, external peep sight, ritory to help isolate the rails. Phone:
new roundel, aluminum-coated-plas- Western-Cullen-Hayes, Inc.— 248-354-7185.
velcorp/gems®—GEMS introduces tic reflector, and new lamp bracket. Electronic highway crossing bell
the “GOLD” series lamps, warranted The 985-201 light uses a combination features volume and impulse rate GKI Cutting Tools—Distributor of
for five years of continuous opera- of aluminum-coated-plastic reflector adjustability. The Model 0777-CFR carbide bits for rail drilling tools.
tion. Every lamp is tested for filament and a newly-designed 30-degree x incorporates a solid-state design Repair of bit holders at a savings of

Fillers and fasteners
Lewis Bolt & Nut Co.—Sealtite Dome ber placed in the flange to prevent dirt
Head Drive Spikes have a thin dome- and debris from filling the crossing.
shaped head that eliminates counter- The filler completely surrounds the
boring, thus preventing excessive tim- flange with a thick rubber section and
ber decay and rust, and reduces main- prevents rocks and other obstacles
tenance. Low profile adds to worker from being pressed into the flange
safety. The large-diameter head seals area under train traffic. Fillers can
50% or more over cost of new hold- moisture away from spike shank and be used on wood or concrete ties and
ers. Phone: 815-459-2330. prevents rust, and the extra-large bear on all rail sizes from 90 lbs to 136
ing surface holds tight. Installed with lbs. These reusable flange fillers are custom solutions for embedded rail
a pneumatic air tool or with a maul, designed for easy installation. Phone: problems. Extruded from virgin materi-
the spikes are used to fasten highway- 801-785-9700. als, Epflex Railseal Interface is avail-
crossing planks. Phone: 800-328-3480. able in all sizes and unconditionally
guaranteed. Phone: 800-265-2710.
HiRAIL Corp.—Rubber rail seal is

designed to protect the rail and to pro-
vide a pre-formed flangeway through OMNI Products, Inc.—OMNI Virgin
out the crossing surface. Fitting snugly Rubber RailGuard™ (VRA) is made
against the rail on both gauge and field from 100% virgin rubber. RailGuard
sides, it provides a buffer between the is used with asphalt or pour-in-place
asphalt and the rail. Its rubber composi- concrete. VRA protects the track struc- Rails Company—Grade-crossing rail
tion can flex with heavy rail traffic. The ture by absorbing traffic impact loads, anchors protect rails at grade cross-
rubber flexes with changing tempera- Lewis Bolt & Nut Co.—Specially- and provides a positive flangeway, ings, industrial sidings and other areas
tures and repels road chemicals. Phone: coated, 5/8-in.- and 3⁄4-in.-diameter, which controls surface water runoff requiring moderate longitudinal rail
800-274-7245. Recessed-Head Timber Screws for and prevents breakup of the asphalt or restraint. They minimize spike pull, tie
crossing planks allow quick installa- concrete at the rail interface. RailGuard wear and unstable subgrade, which
tion with standard tools. Pre-boring can be produced for 90-lb to 141-lb rail can result from vertical motion caused
is recommended, but is not neces- sizes. RailGuard can be installed on by train and highway traffic. A Rails
sary, and the screws are available either timber or concrete ties. Phone: Compression Rail Anchor acts as a
in various lengths with either round 815-344-3100.* spring, absorbing the vertical move-
or square heads. Forged one-piece ment of the rails; two torque timber
washerhead eliminates the need for screws provide secure hold-down. The
separate washer and seals out mois- fasteners fit all rail sizes and install
ture to prevent rust and wood decay. quickly with no pre-drilling required.
Phone: 800-328-3480. Phone: 973-763-4320.
Lewis Bolt & Nut Co.—Washerhead

International Track Systems, timber drive spikes are single-forged, Performance Polymers Inc.—PPI
Inc.—ITS, Inc., Rubber Rail Seals are which eliminates both the need for Railseal profiles have been designed
designed for easy installation and lon a separate washer and the corro- to provide a smooth transition between
gevity. Our 70 Duro EPDM Rubber Rail sion that occurs between washer and road surface and the rail-track struc-
Seals reduce harmful impact and vibra head. The spikes can be driven with a ture. The rubber inserts are engineered
tion at the grade crossing and improve maul or pneumatic spike driver, and to dampen vehicle loading and absorb
the overall quality of the crossing. Our can be removed with hand or power energy at the rail interface. The profiles
FastCam Clamps are easy to install and tools. The threads have excellent hold- are manufactured from specially-for- Ready Road Repair—This prod-
tighten in seconds. Rail Seals available ing power, and the spikes are eas- mulated rubber compounds designed uct is a ready-to-use asphalt pav-
in all sizes.Phone: 724-658-5970. ily and quickly installed and removed. specifically to provide outstanding per- ing/ patching material that is a
They are used in highway-crossing formance and durability in the railroad durable, permanent and all-season
International Track Systems, Inc.— planks and other timber structures. crossing environment. Products are asphalt that will perform equally
The Flangeway Filler Strip by ITS, Inc., Phone: 800-328-3480. available in all rail sizes and fasten- well under wet or dry conditions.
eliminates the flangeway gap so indus- ing configurations or can be custom Following application, the cross-
trial trucks can cross smoothly. The designed for specific requirements. ing can be opened to traffic imme-
Flangeway Filler Strip also eliminates Phone: 888-222-5968. diately. Available in 3-1⁄2-gallon
the safety hazard that a flangeway pails and 55-gallon drums. Phone:
creates by preventing shoes, bike tires Polycorp Ltd. —ISO 9001 Registered, 954-321-9661.
and debris from getting into the gap. Epflex® Railseal Interface and Eplock
The Flangeway Filler Strip compresses II have revolutionized the asphalt RFR Industries, Inc.—Complete
under the wheels of the rail vehicle and crossing. Our patented Eplock II clips grade-crossing packages utilizing the
rebounds when it passes. Many shapes mean fast, safe, long-lasting cross- RFR Flange Insert System or the RFR
and sizes available. Custom orders Magnum Manufacturing Corp.— ings with increased structural integ- Rail Seal System. The RFR Flange Insert
accepted. Phone: 724-658-5970. Rubber flange filler is a durable rub- rity. Our broad product line allows for System, featuring the POP-DOWN™

and Rail Seal System can be produced vent fans, foundations, lighting, elec- stainless steel, galvanealed steel
in custom lengths up to a maximum of trical outlets, racks, insulation. Track or aluminum equipment shelters
40 ft, will accommodate any degree of signs, flashing lights, miscellaneous constructed for rail applications.
track curvature and are maintenance- signal grade-crossing products avail- Standard sizes: 4’ x 4’ through 12’
free and reusable. RFR Industries also able. Phone: 502-363-2625. x 50’. Modular designs available:
designs and supplies flangeway-rail up to 24’ x 50’. Options include:
sealant for uniq ue rail profile configu- Invensys Rail Corp.—A full line of turnkey electrical, bullet-resistance,
rations and grade-crossing system instrument cases and houses are integrated foundation piers, powder
applications and now carries ballast available to meet your needs for coat paint and various aesthetic
gauge insert, is used with full-depth regulator broom elements. Phone: 972- grade-crossing controls or any other exteriors. Phone: 815-338-2675.
concrete panels or timber planks and 875-1406. purpose. Standard and optional
is designed for new installations and items include surge panels, power
retrofitting existing open flangeways. Housings, wiring, ground-fault outlets, vent
The RFR Flange Insert System fits foundations fans, lighting and convenience out-
90-lb to 136-lb RE rail sections, and lets, relay racks, insulation, founda-
flangeway openings of 2-1/2 ins., 2-3/4 tions. Phone: 502-618-8800
ins., and 3 ins. The Rail Seal System
is used with poured-in-place asphalt
or concrete, and fits 90/100-lb, 115-lb
and 133/ 136-lb RE rail sections. RFR
Flangeway/Rail Sealants are anchor- PTMW, Inc.—From parts to total
adaptable, accommodate concrete- or product manufacturing. A leading
timber-tie rail fasteners, require no Fabricated Metals LLC—Instrument manufacturer of steel and alumi-
special tools or equipment for instal- houses and cases in steel, stainless num signal/communication houses,
lation, and no specific tie spacing for steel, aluminum, galvanized steel, Cor cases and foundations custom
support and are connected at each ten can be custom designed/ manu designed to customer specifica-
joint to ensure a consistent and pre- factured to meet customers’ needs for tions. Powder coating and wiring
cise seal between the rail and crossing grade-crossing products. Standard/ Precision Quincy Corp.—Manu- capabilities available. WBE Certi-
panels. The RFR Flange Insert System optional items include air conditioners, facturing lightweight concrete, fied. Phone: 785-232-7792.

Did we miss you?

If you have products that should be included in next year’s Grade-crossing
Equipment & Materials Guide, let us know.
Provide a brief description of about 50 words, giving the important specifications, data
and performance characteristics of each item you submit. Provide one selected image,
either in digital or in hard copy, of one of the items. More than one may be submitted, but
RT&S typically limits the number of photos
appearing to one per manufacturer per category.
RT&S 2014 Grade-crossing

20 South Clark Street, Suite 1910, Chicago, IL 60603
Voice: 312-683-0130 • E-mail: [email protected]

Flangeway-filler material data
HiRAIL OMNI Performance Polycorp Rail-Way RFR RFR RFR TRANSPO®
Century RS Rail-Guard VRA Polymers Inc. Epflex Railseal Inc. Flange-Insert Rail-Seal System X-Trac System INDUSTRIES
BODAN Level
RAILSEAL System Crossing System
Virgin Virgin Molded, Extruded, Extruded, Extruded, Extruded, Extruded, Extruded, Molded,
Type of material material
material virgin rubber virgin rubber virgin rubber virgin rubber virgin material virgin material virgin material virgin material
to 20’ Optimal=8’
Lengths 8’/9’/10’ Std. 90” & 96” to 16’
Range=5-16’
to 15’ to 40’ to 40’ Cut to length Cut to length
up to 40’
Poured-in- Poured-in- Asphalt, Poured-in- Poured-in- Concrete pan- Poured-in-
place place concrete
Types of crossing place place poured con- concrete or els or place asphalt Precast con- Precast polymer
or asphalt,
surfaces to be used Concrete concrete or concrete, or crete, concrete asphalt, concrete timber planks or concrete crete panels concrete panels
with panels asphalt asphalt panels, timber concrete
panels timber,
panels, timber
panels panels panels
Sections No Yes Yes Yes Yes (Clipped) Yes Yes Yes No No

connected
Tie spacing All All 18” or 24” All All All All All All All
Special tools No No No No No No No No No No
required
Retrofit to
Yes No No Yes Yes Yes Yes No No Yes
existing crossings
Reusable
Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes
Fasteners required No No (optional) No No (optional) No (are available) No (optional) No No No No
Usable with rail Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes
anchors
Adaptability to
various rail All All All All All Yes Yes Yes Yes Yes
fasteners

Grade-crossing surface data
The information on pages 42-45 provides dimensional and structural data on highway grade-crossing surface materials, along with flangeway-filler material, available nationally.
The data given are intended to help railway and highway engineers in their selection of appropriate materials for specific projects.
American American Century Century HiRAIL Koppers KSA LT Resources Omega Omega OMNI OMNI
Concrete Concrete Group Inc. Group Inc. Full-Depth Standard Full-Depth Endurance® Lag-Down Non-Lag Improved Steel
Shuntless Shuntless Concrete Concrete Rubber Timber Reinforced XL Concrete Reinforced
Lag/ PFW - Lag/ Lag Type Lagless Concrete Composite (Concrete-
Lagless Lagless Crossing Rubber)
Length of ties/type 8’6” w 8’6” w 8’-6”/W 9’-0”/W 8’-6”/W/C 8’0”/W 8’-6”/W/C 8’-6”/W/CP 9’-0”/W 9’-0”/W/C 9’-0”/W/C or 8’-6”/W
W=wood, 9’0” w/c 9’0” w/c 9’-0”/W 10’-0”/W 9’-0”/W/C 8’6”/W 10’-0”/W 9’-0”/W/CP 10’-0”/W 10’-0”/W/C 10’-0”/W/C 9’-0”/W
C=concrete 10’0” w/c 10’0” w/c 10’-0”/W 10’-0”/C 10’-0”/W/C 9’0”/W 10’-0”/C 10’-0”W/CP 8’-3”/C
CP=composite
18” or 19-1/2” 18” or 19-1/2”
Tie spacing 19-1/2” 19-1/2” 18” or 19-1/2” 18” or 20” 18” 19-1/2” 19-1/2” or 24” 19-1/2” 19-3/16” or 20” 18” or 24” 18”
or custom or custom 20” 24” or 20” W or 24” C/W
24” C
Maximum length As As 18” As 18” 16” As As 16” 16”

of tie plates Any Any required required required required required
As A/S As 5/8”x
Size of fasteners 5/8” x12” H5 5/8” x12” H5 3/4”x12” N/A N/R specified specified 3/4”x12” N/A 3/4”x12” 10-1/2”
Type of fasteners T/optional T/optional TW N/A N/R D, L,T T LW T N/A T TW
Fasteners Yes Yes Yes N/A N/R Optional Yes Yes Yes N/A Yes Yes
furnished
Additional washers N/R N/R No N/A N/R N/A No N/R No N/A No No

necessary
Additional washers N/R N/R N/A N/A N/R N/A No N/R N/A N/A No No
furnished
# fasteners per 6 6 4 N/A N/R 8 4 6 10 N/A 4 18

tie - maximum
# fasteners per 4 4 2 N/A N/R 8 2 4 6 N/A 2 9

tie - average
Crossing pads No No Yes N/A N/R As Yes As N/A N/A Yes Yes
predrilled specified specified
Spike holes Yes Yes Yes N/A N/R As Yes As Yes N/A Yes Yes
countersunk specified specified
Spike hole plugs No No No N/A N/R N/R No As No N/A No Yes

furnished required
8’-0”
Length of 8’ 1 1/2” w 8’ 1 1/2” w 8’ 1 1/2” 9’ 36” 8’-0” 8’-1 1/2” 8’ 1 1/2” or 4’-12’ 6’/8’/8’1- 8’ or 9’ 36”
gauge panels 10’ w/c 10’ w/c 9’ 10’ 12’-0” custom 1/2”/9’/10’/
custom custom 10’ 10’-0” 12’
8’ 1 1/2” w 8’ 1 1/2” w 8’ 1 1/2” 9’ 8’-0” 6’/8’/8’1-

Length of 10’ w/c 10’ w/c 9’ 10’ 36” 8’-0” 8’-1 1/2” 8’ 1 1/2” or 4’-12’ 1/2”/9’/10’/ 8’ or 9’ 36”
field panels custom custom 10’ 10’-0” custom 12’
Gauge pads - 1 1 1 1 1 2 1 2 or 1 1 Conc. 1 1

# of pieces custom Rubber 2

N/R = Not Required D = Washer head drive spikes + = At additional cost T = Timber screws
N/A = Not Applicable L = Lag screws LW = Lag screws with attached washer TW = Timber screws with attached washers
1 = The degree of curve allowable is proportionable to the length of the crossing.
If a supplier of a nationally-available crossing surface wishes to update or correct any of the data for future revisions or include a product that has been omitted, send the rel-
evant information to: RT&S Grade Crossing Data Sheet, 20 S. Clark Street, Ste. 1910, Chicago, IL 60603. (The material included is modeled on the format originally developed
by Cliff Shoemaker, formerly Union Pacific’s director of industry and public projects, for UP’s Grade Crossing Surface Data Sheet.)
OMNI OMNI OMNI Polycorp Ltd. Polycorp Ltd. Premier Premier Rail-Way Inc. Rail-Way Stella-Jones StarTrack II StarTrack II Steel TRANSPO®
Embedded Tracast Full-Depth Concrete LRT Freight Full-Depth Inc. Corp. Precast Precast Crossing INDUSTRIES
Heavy-Duty Concrete- Rubber Modular Modular Rubber Concrete Full-Panel Concrete-HD Concrete Inc. BODAN Level
Virgin Rubber System System Timber Crossing
Rubber System
8’-6”/W or 9’-0”/W/C N/R 8’-6”/W/C 9’0”/W/C N/R N/R 8’-6”/W/C 9’0”/W/C 8’-6”/W N/R N/R 8’-6”/W 8’-6”
9’-0”/W or 10’-0”/W/C 9’-0”/W/C 10’ 0”/W/C 9’-0”/W/C 10’ 0”/W/C 9’-0”/W N/R N/R 9’-0”/W 9’-0”
10’-0”/w 10’/W 10’0”
18” or 18” 18”

18” 19-3/16” or N/A 18” or 19 1/2” N/A N/A 18” or 19 1/2” 19-1/2” N/A N/A 19-1/2” Any
19-1/2” or
20” or 24”C
16” 16” N/A 16” As N/A N/A 16” As As N/A N/A 16” Any
specified specified specified
3/4”x 3/4”x 3/4” 3/4”x12” 3/4”x12” 3/4” 3/4” 3/4”x12” 3/4”x12” As N/A N/A 3/4”x12” N/R
7-1/2” 12” specified
T T Bolts T T Bolts Bolts T T D,L,T Pandrol Pandrol T N/R
Yes Yes Yes Yes Yes Yes Yes Yes Yes Optional Yes Yes Yes N/R
No No N/A N/R No No No N/R No As N/R N/R No N/R

specified
No No N/A N/R No Y-Lock Y-Lock N/R No As N/R N/R No N/R

specified
14 6 N/A 8 6 N/A N/A 8 6 8 N/A N/A 8 N/R
6 3 N/A 6 3 N/A N/A 6 3 8 N/A N/A 8 N/R
Yes Yes N/A Yes Yes Yes Yes Yes Yes Yes N/A N/A N/A No
Yes Yes N/A Yes Yes N/A N/A Yes Yes As N/A N/A Yes N/A
specified
Yes No N/A Yes No N/A N/A Yes No No N/A N/A N/R N/A
36” 8’ or 8’1- 6’ Conc. 36” 8’-1 1/2” 4’ or 8’ 4’ or 8’ 36” 8’-1 1/2” 8’-1-1/2” 60” 60”/90”/210” 72-1/2” 24”
1/2” 6’ Rubber or 9’0” or 9’0”
or 9’ or 10’
36” 8’ or 8’1- N/A 36” 8’-1 1/2” 4’ or 8’ 4’ or 8’ 36” 8’-1 1/2” 8’-1-1/2” 60” 60”/90”/210” 72-1/2” 24” or 48”
1/2” or 9’0” or 9’0”
or 9’ or 10’
Conc. 1
1 1 Rubber 2 1 1 2 2 1 1 2 1 1 4 1

Grade-crossing surface data
American American Century Century HiRAIL Koppers KSA LT Resources Omega Omega OMNI OMNI
Concrete Concrete Group Inc. Group Inc. Full-Depth Standard Full-Depth Endur- Lag-Down Non-Lag Improved Steel
Shuntless Shuntless Concrete Concrete Rubber Timber Reinforced ance® XL Concrete Reinforced
Lag/ PFW Lag/ Lag Type Lagless Concrete Composite (Concrete-
Lagless Lagless Crossing Rubber)
Depth of material Full Full Full Full Full Full Full Full Full Full Full 3”
Steel reinforced Yes Yes Yes Yes No No Yes N/A Yes Yes Yes Yes
Grade 72 Grade 72
Tongue & groove design No No No No Yes No No No No No No No
Rubber 185#
Weight of 12’ Conc.
gauge panels 8’ 1 1/2” 8’ 1 1/2” 3300# 3300# 575# 570# 3300# 525- 3400- 3400- 4500# 320#
3300# 3300# 5000# 635# 5100# 5100# 4’Conc.3400#
Rubber 185#
Weight of field panels 8’ 1 1/2” 8’ 1 1/2” 1300# 1750# 230# 462# 1750# 350- 1800- 1800- 12’Conc. 8’6” 130#
1730# 1730# 2500# 425# 2700# 2700# 2400# 9’ 160#
9’Conc. 1800#
As
Shims furnished N/A N/A N/R N/R N/R N/R N/R required N/R N/R N/R Yes
plastic/
Shim material N/R N/R N/R N/R N/R N/R N/R composite N/A N/A N/A Wood
Shim fasteners - As
furnished N/R N/R N/R N/A N/A N/A N/A required N/A N/A N/A Yes
As Specified
Bearing pads As As As As No N/A Yes No As Wood Tie, Yes Yes No
recommended specified specified specified specified Specified Concrete Tie
Bearing pads
furnished Optional Optional Yes Yes No No Yes No As If Yes + N/A
Specified specified
Header board
required No No No No No N/A No No No No No No
Type of header
N/A N/A N/A N/A N/A No N/A N/A N/A N/A N/A N/A
material
Header material
furnished N/A N/A N/A N/A No N/R No No N/A N/A N/A N/A
Maximum
curve allowable Any Any 20 + 20 + 20 6 6 10 630 630 16 25
Can materials be
ordered, cut or Yes Yes Yes Yes No No No Yes Yes N/A No No
modified for use in
switches?
End plates available Yes Yes Yes Yes Yes N/R Yes Yes Yes Yes Yes Yes
End plates furnished Optional Optional Optional Optional Optional N/A Yes Optional Optional Optional Yes + Yes+
Gauge flangeway type/ Rubber/

Flangeway opening Rubber Rubber Attached Attached Rubber/ Timber/ Rubber Composite 2 1/2”ADA 2 1/2”ADA Rubber/ Rubber/
Rubber Rubber 2-1/2” or 3” 2-1/2” 3” 3” 3” main line 3” main line 2-3/4” 2-3/4”
Insulation/Rail
Isolation Yes Yes Yes Yes Yes No Yes No Yes Yes Yes Yes

OMNI OMNI OMNI Polycorp Ltd. Polycorp Ltd. Premier Premier Rail-Way Inc. Rail-Way Stella-Jones StarTrack II StarTrack II Steel TRANSPO®
Heavy-Duty Embedded Tracast Full-Depth Concrete LRT Freight Full-Depth Inc. Corp. Precast Precast Crossings INDUSTRIES
Virgin Concrete Rubber Modular Modular Rubber Concrete Full-Depth Concrete-HD Concrete Inc. BODAN
Rubber Rubber System System Timber Level Crossing
System
Full Full Full Full Full Full Full Full Full Full Full (16”) Full (14”) Full 4”
No Yes Yes No Yes Yes Yes No Yes No Yes Yes Yes Yes
No No No No No No No No No No No No No No
9’ - 3550# 6’Conc. 7000# 4’-1500# 4’-1500# 5’-6370#

555# 12’ - 4730# 6’Rubber 570# 3500# 8’-3000# 8’-3000# 570# 3500# 700# 10,400# 7’-6”-9555# 475# 500#
Modular 150# 17’-6”-22000#
244# 9’ - 1870# N/A 225# 1400# 4’-3500# 4’-3500# 225# 1400# 500# With gauge With gauge 400# 500#
12’ - 2490# 8’-7000# 8’-7000# (one piece) (one piece)
N/R N/R N/R N/R N/R N/R N/R N/R N/R N/R N/R N/R N/R N/A
N/A N/R N/R N/R N/R N/A N/A N/R N/R N/A N/A N/A N/A N/A
N/A N/A N/A N/R N/R N/A N/A N/R N/R N/A N/A N/A No N/A
No Yes N/R No As Yes Yes No As No Yes Yes No N/A

specified specified
N/A Yes + N/A No Optional Yes Yes No Optional No Yes Yes No N/A
No No No No No N/R N/R No No N/A No No No No
N/A
N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A
No
N/A N/A N/A N/A N/A N/A N/A N/A N/A No No N/A N/A
Any
16 25 16 221 Any Any Any 221 Any 30 30 Any Any
Yes
No Yes No Yes Yes No No Yes Yes Yes Yes Yes Yes
N/R
Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes
N/A
Yes+ Yes+ Yes Yes+ Yes+ Yes+ Yes+ Yes+ Yes+ Yes Yes Yes Yes
As
Rubber/ Rubber/ Rubber/ Rubber/ Rubber/ Conc/ Rubber/ Conc/ Rubber/ Rubber/ Rubber/ specified Concrete Concrete As Rubber
2-3/4” 3” 2-3/4” 2-1/2” 2-3/4” 2-1/2” 2-1/2” 2-1/2” 2-3/4” specified
No
Yes Yes Yes Yes Yes Yes Yes Yes Yes As As No Yes
specified specified

analyzing
rail grinding
patterns
Rail grinding management
is an important part of a railroad’s
maintenance practices, with
an end goal of giving rail the
longest life-cycle possible.
by Dr. Allan M. Zarembski, PE, FASME,

honorary member of AREMA, research professor
and director of the Railroad Engineering Program,
University of Delaware and Shaodan Zhi, PhD
student, Beijing Jiaotong University
A
s railroads continue to improve their rail grinding
practices and take advantage of new technologies
in rail profile inspection and grinding train control
systems, as well as improved understanding of the wheel/
rail interface relationship, it becomes increasingly important
for grinding control systems to be able to effectively analyze
the performance of different grinding patterns in a real
world operating setting. This has led to different efforts
to model the rail grinding process, both individually, as
a function of a single grinding motor on the head of the
rail, and in the more complex configuration of multiple
grinding motors in a range of patterns. Thus, for a 96
stone grinding train with 48 motors per rail, it is necessary
to analyze the full sequence of 48 motors as each motor
individually and sequentially removes metal from the rail
head. Furthermore, this analysis must be sensitive to
key factors, such as grinding speed and the key pattern
parameters of motor angles, sequence and power. The
ability to effectively perform this type analysis allows for
better management of the grinding process and improved
planning of grinding activities. 1, 2
Two approaches are generally available for the analysis of
the metal removal on the rail head.
The first approach makes use of a “closed form”
mathematical representation of the rail head, where the
shape of the rail head is defined according to the design radii
Figure 1: (per AREMA standard rail profile design drawings).
Coordinate system The second approach makes use of a digitized rail profile,
for rail grinding. such as taken from a modern rail profile measurement system.
In both cases, it is necessary to first define the three

rail grinding patterns
Measurement Curvature Rail Side Rail Weight Area Removed Max Depth A/Stone Q in3/min Figure 2, Bottom Left: Rail cross-
(in^2) (in) (in2) section with grinding stone.
1 2.00 Low 140 0.031 0.029 0.000646 5.456 Figure 3, Top: Cutting length for
2 1.00 High 136 0.032 0.031 0.000667 5.632 grinding stones versus different
3 1.00 Low 136 0.016 0.017 0.000333 2.816
angles. Figure 4: Cutting length and
removal area versus different angles.
4 1.00 Low 140 0.031 0.029 0.000646 5.456
Table 1: Harsco Rail Metal Removal
5 2.45 Low 136 0.034 0.034 0.000604 5.104 values; pattern 1 at eight mph.
dimensional coordinate system of the grinding wheel function of the contact length (facet width) and speed
moving along the axis of the rail head, as shown in Figure 1. of the train. Figure 4 shows the relationship between the
Figure 2 shows the rail cross-section (as defined by the grinding angle and contact lengths (facet width). Note,
three radii per AREMA drawings) with a grinding stone as expected, the contact length decrease as the motor
located at the motor position angle. angle increases. However, as the contact length decreases,
Assuming that the rail profile can be accurately there is a corresponding increase in the cutting depth
characterized by a continuous mathematical function (an to maintain a constant area of metal removal (for a fixed
assumption that becomes more questionable as the rail grinding speed).
wears and assumes a non-uniform profile), then the effect of However, as already noted, the ability to define a worn
a single grinding stone can be calculated as a function of the rail profile as a continuous function is difficult. A more
grinding angle, as shown in Figure 3. practical approach is to use the x-y coordinate profile array
As it has been well documented,2 the actual length of developed directly from a modern rail profile measurement
the cut (the facet width) varies directly with the angle system, 1,2 such as shown in Figure 5 for a pre-grind and
of the grinding motors. Using a defined metal removal post grind rail profile.
volume per unit of time (such as can be obtained from Using these digitized profiles, it is then possible to
a laboratory grinding motor test measuring total metal analyze the metal removal by an individual grinding wheel
removal per unit time), it is possible to calculate the using a three step iterative process as follows:
associated cross sectional area of metal removal as a •Find the peak point first (find the furthest point to this
function of the forward speed of the grinding train. This, orientation line based on the motor angle).
in turn, allows for the calculation of the depth of cut as a •Cutting step by step into the rail head with set grinding

Figure 5, Top Left: Pre and post grind measured rail profiles.
Figure 6a, Top Right: Grinding sequence step 1.
Figure 6b, Middle Right: Grinding sequence step 2.
Figure 6c, Bottom Right: Grinding sequnce step 3.
Figure 7 a and b: Effect of grinding motor pattern
capability (e.g. selected area increment).

•Based on the first cut result, adjust the contact position
of the grinding stone and begin the second iteration.
Thus the grinding process can be considered to be a
series of individual cutting lines, moving into the rail head
and removing the rail head area located above the cutting
line. Intersecting points can be found as the cutting line
“cuts” through the rail profile. The total removed area
can then be calculated by accumulating all the area above
the cutting line. When this area equals the metal removal
area calculated for the defined grinder speed, then then
calculation is complete for this grinding stone.
Note, again, the shape of the removed area will vary as
a function of the shape of the rail profile, the motor angle
(position of the grinding stone on the rail profile), the power
setting of the motor and as well as the cutting ability of the
grinding stone (volume of area removed per unit time).

Once the removal area reaches the defined area removal Figure 7, Top: Effect of grinding
value level for this stone, the penetration analysis ends and motor pattern sequence.
the new “post-grind” profile is generated. Figure 8, Middle: Overlay and
This is the case for one grinding motor (one stone). The pre- and post-grind measured and
next motor in the pattern sequence then starts to cut on the calculated profiles (11.1).
“ground” profile (as opposed to the original rail profile). The Figure 9: Points lost in post-profile.
effect of this sequence is shown in Figure 7.
Thus, using a sequence of profile calculation of individual
grinding stones, a full pattern grinding program can be
implemented. Using the sequence of motor angles and
power settings, based on the defined grinding pattern, those
stones grind the rail profile one by one. The profile ground
by the previous stone would be the new profile to be ground
for the next one, as shown in Figure 7. This indicates that
the grinding pattern effectiveness is not only determined
by the cutting capabilities of individual stones, but also
significantly impacted by their cutting sequences defined by
the grinding pattern.
Using this approach, the effect of a full 48 motor grinding
sequence was analyzed using field data obtained by a Harsco
high-production 96 motor rail grinder on a Class 1 railroad.
Specific pre- and post-rail profile data was available for a range
of patterns, speeds and rail conditions, as shown in Figure 5.
Given the high level of accuracy of the profile
measurement system used, it was possible to calculate the
change in the rail cross-section area due to the rail grinding
by directly subtracting the post-grind profile from the pre-
grind profile. These values are presented in Table 1, as Area
Removed, together with the corresponding per-motor area
(A/stone) and the corresponding metal removal volume (Q in
cubic inches per minute), which is calculated using the speed
of the grinding train (eight mph in the case of Table 1).
As can be seen in this data sample, the calculated value
for Q is consistent.
Using these Q values in the grinding model, based on
the defined grinding pattern (Pattern 1), good agreement is
achieved between the measured post-grind profile (blue) and
the calculated post-grind profile (red) as shown in Figure 8.
It should be noted that errors associated with data
collection in some of the profiles resulted in zones of missing
data, such as seen in Figure 9.
By developing more sophisticated analysis and evaluation
tools that allow for more accurate modeling of the grinding
process, railroads can continue to improve their rail grinding
practices and take further advantage of new technologies in
rail profile inspection and grinding train control systems and
better manage both the grinding process itself and the
planning of grinding activities.
References
1. Zarembski, A.M., “Management of Total Rail Grinding
Maintenance Process,” Railway Track & Structures,
June 2011.
2. Zarembski, A.M., The Art and Science of Rail Grinding,

Simmons-Boardman Books, Inc., Omaha, Neb.,
August 2005.

building the energy
boom
by Mischa Wanek-Libman, editor
Flexible infrastructure
plans and strategic
upgrades have allowed
the Canadian railroads
to take full advantage
of the surge in energy-
related traffic.
This page, a section of track

along CN’s Barron Subdivision
at Weyerhaeuser, Wis., after
extensive track rehabilitation work.
Opposite page, the same section
of track prior to rehab efforts.
Both photos courtesy of CN.
W
hile all North American railroads have benefited “To expand its frac sand business, CN is upgrading two
from the current increase in energy business, the branch lines in Wisconsin that tap high-quality frac sand.
Canadian railroads are particularly well positioned The first is the Barron Subdivision, which was transformed
along various North American energy plays. The network from an out-of-service 80-pound rail line to a fully upgraded
breadth of Canadian National Railway Company (CN) 25 mph, 286,000-pound car capacity line in 2013. The
and Canadian Pacific (CP), coupled with both railroads’ US$35-million project covered 40 miles of track between
ability to adapt their track renewal and upgrade plans to Ladysmith and Barron, Wis. This year, CN will finish off the
accommodate growing traffic patterns, will allow both project with a new US$3 million wye at Ladysmith where
carriers to tap into emerging markets. the branch meets CN’s mainline,” said Hallman.
CN’s second project is a US$33-million upgrade of the
CN Whitehall Subdivision, from Wisconsin Rapids to Blair, Wis.
Meeting current traffic volume and future growth are two The improvements performed along the subdivision will
factors CN uses to address the maintenance needs of its rail allow CN to handle 286,000-pound loads along 74 miles by
infrastructure. The railroad includes strategic upgrades and the end of 2014.
renewals to address emerging business needs as part of its The railroad incorporates the ability to react quickly
infrastructure plan. to address emerging markets and needs into its long-
“Take frac sand as an example,” said Mark Hallman, term infrastructure plan. According to Hallman, the
director–communications and public affairs. “CN has infrastructure renewal and line capacity upgrades required
developed a highly-efficient supply chain connecting frac for the efficient transportation of crude oil by rail are being
sand producers on its network in Wisconsin with fast- incorporated with other initiatives, such as the railroad’s
growing oil and gas shale basins in Canada and the U.S. ongoing coal route capacity enhancement program.
Frac sand is used by the oil and gas industries in the This year, the railroad has several track projects planned
hydraulic fracturing process to hold shale fractures open and to bolster branch lines, which have seen an increase in
let natural gas and oil flow. traffic and improve the movement of Western Canada

crude oil destined for Canadian and improvements to its Prairie North
U.S. markets. Line, which runs parallel north of
“Some historically lower-volume the railroad’s main corridor between
branch lines are now seeing volume Edmonton and Winnipeg, principally
increases related to crude oil. This between Saskatoon and Edmonton.
is evident in the Bakken reg ion The improved line will ser ve as a
i n s o u t h e r n S a s k at c h e wa n a n d “relief valve” for the main corridor,
southwestern Manitoba, with several providing flexibility and resilience
lines being candidates for upgrading to the network. Work will involve
to 286,000-pound loading ,” said increases in basic capital spending for
Hallman. “This would involve new new ties and rail, surfacing, as well
ties, rail and surfacing renewal of the as new sidings to handle increased
existing line, some bridge work, as traffic volumes.
well as additional infrastructure. CN “CN continuously monitors its
has already invested in new terminal infrastructure capacity across every
trackage for some crude transload major part of the network and will
operations run by third parties, as continue to make strategic investments
well as in track for sidings and to meet capacity demands now and in
support facilities.” the future,” said Hallman.
Hallman also says the railroad is
planning to increase capacity on its CP
busy Wainwright, Watrous and Rivers Energy-related traffic has shown
S u b d i v i s i o n s m a i n l i n e b e t we e n progressive growth at Canadian Pacific
Edmonton, Alta., and Winnipeg , with the railroad moving 500 carloads
Man., to accommodate rising in 2009, 2,800 in 2010, 13,000 in
overall volumes of traffic, including 2011, 53,500 carloads in 2012 and
merchandise, bulk, intermodal and 2013 on pace to move 70,000 carloads.
crude oil traffic associated shipments. Most of the growth has been from the
Yard track extensions in Symington Bakken region and Western Canada
Yard (Winnipeg), Chappell Junction and CP expects the growth in moving
(Saskatoon, Sask.) and Wainwright, oil by rail to continue.
Alta., extended sidings on the main “CP continues to work with the
corridor and discrete sections of energy industry to develop further
mainline double track are included shipping opportunities as CP has the
in the CA$70-million (US$67.42- sufficient capacity and expertise to keep
million) project. up with any expanding oil production.
Additionally, CN plans CA$30- Our railroad has taken steps to
million (US$29.03-million) in maintain the track infrastructure

building the energy boom
to ensure we remain in position to grain and potash,” said Cummings. transpor ting crude oil and other
respond to the shipping requirements CP is upgrading the signaling energy-related products to anywhere
of customers,” said Andy Cummings, system along its Midwest corridor in North America.”
advisor, media relations at CP. between Moose Jaw, SK and Chicago Cummings also points out the
In 2011 and 2012, CP invested and is also expediting two key projects railroad is developing a strong network
CA$100 million (US$96.79 including work on its North Main Line, to handle sand, pipe and construction
million) over and above its regular between Winnipeg and Edmonton and materials, which are necessary inputs
maintenance programs in its Bakken its U.S. Midwest Main Line. According for oil and gas shale production and
region network to upgrade track and to Cummings, the accelerated projects will position CP to be a key supplier of
rail infrastructure. This investment are focused on productivity, safety and sand to the growing energy markets.
included upgrading rail, re-surfacing efficiency and involve mostly track “ C P ’s p r o v e n a p p r o a c h t o
track, installing more than 17,000 infrastructure work, including new development in energy markets is to
ties, upgrading switches, upgrading ballast, ties and rail. partner with key players in the oil and
road crossings, as well as other area “Rail offers unique advantages gas industr y to jointly invest in
improvement projects. of moving oil anywhere in Nor th efficient growth,” said Cummings.
“Moving forward in 2013, we America. The optionality that rail “Our railway is optimistic about the
have announced a capital investment provides to quickly access a broad future, given the fundamentals and
program of about CA$1.2 billion range of markets, at reasonable terms, levels of customer and industr y
(US$1.16 billion), including up to is a good complement to traditional investment. Our railway’s strategy has
CA$100 million (US$ 96.79 million) pipeline offerings,” said Cummings. been to develop multiple origins and
for 2014 targeted programs that “With our network, which is the only destination points, so shippers and
have been advanced to this year. The North American railroad with rail- receivers have options. With this
investments mean CP’s continued direct service to energy formations approach, CP is in a position to
enhancement of our North American like the Bakken, the Alberta Industrial respond to the shipping requirements
network to meet growth in oil by rail Heartland and the Marcellus of producers and refiners to move
and other lines of business, including Shale, CP is a flexible option for product across North America.”

AREMA NEWS
Professional Message from the President
Development
Upcoming
seminars
introduction to
practical railway
Networking and spousal
engineering
June 17-19, 2013
Calgary, AB, Canada
programs
Please visit www.arema.org
for more information and to
register online.
By Jim Carter
Private Rail
technology tour This is a busy time of year for AREMA. Several committees have had
September 4-14, 2013 meetings recently, as has the board of directors. These meetings and
A unique tour with stops in Italy, Austria, the work that is accomplished through them is the way that AREMA
Czech Republic and Germany.
Please visit www.arema.org for accomplishes its mission of the development of both technical and
more information and to register practical knowledge and recommended practices pertaining to the
online today. Space is limited to
the first 25 registrants. design, construction and maintenance of railway infrastructure. If
you think you can contribute, then please visit www.arema.org and
Seven AREMA Seminars will be held
in conjunction with the AREMA 2013 Jim Carter
complete a committee membership application. I can assure you that
Annual Conference and Railway
Interchange 2013 in Indianapolis, IN, AREMA President
you will not regret it. There is no better way to network with your
September 29-October 2, 2013: 2012-2013
peers from other organizations.
AREMA staff members, Senior Vice President Joe Smak, group
introduction to vice presidents and directors and committee chairs have been hard at
practical railway work making arrangements and reviewing the selected presentations
engineering for this year’s conference at Railway Interchange in Indianapolis, Ind.
September 27-29, 2013 I would like to thank all of them for their efforts, particularly Mandie
Ennis. If you have ever been involved as a presenter or a reviewer,
FRA 214: Roadway
and I have done both, you know why I singled her out. I am assured
worker on-track
that there will be some great presentations. If you haven’t made
safety
September 28, 2013 arrangements to attend, please do so soon.
If you are planning to come to Railway Interchange and haven’t
Rail bulk terminal considered bringing your spouse or significant other and register them
design for the spouses program, I would ask you to please consider doing
September 28, 2013 so, particularly you young folks. There are some great things planned
for that program as well, and like networking in committees, this is a
Environmental great opportunity for your spouse to both have some fun and network
permitting issues with other railroad spouses, who deal with many of the same issues.
in railroad We all know that railroad people and issues go hand-in-hand – just
construction kidding (well maybe). My wife, Lynn, looks forward to meeting as
projects many spouses as possible.
September 29, 2013 I hope that all of you student members/advisors are having a
intermodal wonderful summer, whether you are in school or working somewhere.
terminal I look forward to meeting as many of you as possible in Indianapolis.
engineering Finally, without naming any names, I would like to thank several of
October 2-3, 2013 you who have been gracious enough to tell me that you actually read
and enjoy my columns this year. Even if you were just being kind, I
FRA 213: Track really appreciate the encouragement.
Safety Standards Again, AREMA is your organization. If you have ideas about how
October 2-4, 2013 we can make it better for you, whether you are a grizzled veteran like
me, a young professional or one of our new student members, e-mail
track alignment me at [email protected]. I would like to hear any ideas that
design you have.
October 2-4, 2013 Be careful and have fun out there.

2013 Upcoming Committee Meetings
June 14-15 Committee 24 - Education & Training Calgary, AB, Canada Sept. 28-29 Committee 24 - Education & Training Indianapolis, IN
June 18-19 Committee 10 - Structures, Maintenance & Construction Newark, NJ Sept. 29 Committee 6 - Buildings & Support Facilities Indianapolis, IN
June 19-20 Committee 9 - Seismic Design for Railway Structures Seattle, WA Sept. 29 Committee 10 - Structures, Maintenance & Foundations Indianapolis, IN
August 7-8 Committee 7 - Timber Structures Denver, CO Sept. 29 Committee 11 - Commuter & Intercity Rail Systems Indianapolis, IN
Sept. 12-13 Committee 8 - Concrete Structures & Foundations Kansas City, MO Sept. 29 Committee 12 - Rail Transit Indianapolis, IN
Committee meetings that will be held at the AREMA 2013 Sept. 29 Committee 14 - Yards & Terminals Indianapolis, IN
Annual Conference in conjunction with Railway Interchange 2013 Sept. 29 Committee 16 - Economics of Railway Engineering
Sept. 28 Committee 27 - Maintenance of Way Work Equipment Indianapolis, IN and Operations Indianapolis, IN
Sept. 28 Team 40 - Engineering Safety Steering Team Indianapolis, IN Sept. 29 Committee 17 - High Speed Rail Systems Indianapolis, IN
Sept. 28-29 Committee 5 - Track Indianapolis, IN Sept. 29 Committee 33 - Electric Energy Utilization Indianapolis, IN
Negotiated airline discount information for AREMA Committee Meetings can be found online at
http://www.arema.org/meetings/airlines.aspx.
FYI… Every other month, AREMA will feature

one of our 15 student chapters. The
month of June will feature the University
of Illinois at Urbana-Champaign AREMA
AREMA has moved t o a n e w o ff i c e Student Chapter.
location. Please update your records
with our new mailing address:
4501 Forbes Boulevard, Suite 130, Lanham,
MD 20706. Our phone and fax numbers
remain the same: Phone: 301.459.3200 Fax:
301.459.8077.
B o o k y o u r 2 0 1 4 AREMA e x h i b i t
booth NOW for the AREMA 2014 Annual
Conference & Exposition in Chicago, IL,
September 28 - October 1, 2014. Exhibit
booth sales are now being accepted.
Receive a 10% discount off your booth When was this AREMA Student campus about the importance of up-close tour of CSX’s Bedford
Chapter established? tamping in the railway industry, Park Intermodal Terminal by
purchase between now and October 11, as well as the history of the Terminal Manager Matt Hiller.
2013. For more information and to book Fall 2008 tampers produced at Nordco. Finally, on April 27, ten of our
your exhibit space, please contact Christy How many members does this On February 26, our student members traveled to Monticello,
Thomas at [email protected]. student chapter currently have? chapter hosted an excel workshop IL., where they spent a day with
demonstrating many facets of Tim Crouch and the volunteers at
Register now for the AREMA 2013 Annual About 50 active, 400 on our e-mailing Microsoft Excel. The turnout for Monticello Railway Museum to
Conference being held as part of Railway list. the event included more than remove a turnout originally installed
Interchange 2013, September 29 - October 2, 60 students from majors across for an industry siding that is no
Who is your chapter president? t h e e n g i n e e r i n g c o m m u n i t y. longer in use.
2013 in Indianapolis, IN. All AREMA badges On March 8 and 9, the University of
will be honored for full access into the Scott Schmidt Do you have any upcoming events?
Illinois hosted its annual Engineering
exhibition halls during operating hours. To Has this student chapter had any Open House, where our AREMA Our preliminary plans for next
register online, please visit www.arema.org. recent exciting events occur that student chapter set up an interactive school year include: traveling
you would like to share with the exhibit, including a live dispatching to Railway Interchange 2013
Interested in sponsorship for the AREMA readers of RT&S? display by Canadian National, a in Indianapolis, hosting a CPR/
2013 Annual Conference being held as part bridge engineering display from First Aid/AED certification class,
On February 1, a group of 15 Norfolk Southern, a locomotive
of Railway Interchange 2013? Please visit the members from our chapter took a simulator using Run 8 Train Simulator traveling to CSX’s Northwest
NEW AREMA sponsorship website at www. field trip to the Chicago Transit and current research project Ohio Intermodal Terminal with
arema.org/sponsorship or contact Lisa Hall Authority car shops in Skokie, IL demonstrations from the university’s another student chapter, teaching
where we were led on a tour by R a i l T E C r e s e a r c h p r o g r a m . classes on the Railroading Merit
at [email protected] for more information. Badge to local Boy Scout troops,
Skokie Shop Manager Tom Dietrich. On April 20, our members traveled
AREMA’s Official Facebook Page In the afternoon, we were taken to Chicago with the Railway returning to Monticello Rail
out to the stub track behind the Construction Design class (CEE Museum where members will
Become a fan of the official AREMA learn to survey, as well as get
Facebook Page and stay up-to-date on the facility and were taught the basics 411) to receive a tour from Resident
of driving a newly-built CTA car. Engineer Marc Beisler of the hands-on experience, hosting a
most recent AREMA information. On February 21, Dick Rambo from P1 CREATE Project, Englewood Microstation V8i Workshop and
Nordco gave a presentation on Flyover. We were also given an inviting guest speakers to present
The Official AREMA LinkedIn Group at our general meetings.
Join the official AREMA LinkedIn Group
by visiting www.linkedin.com and searching
groups for “American Railway Engineering
and Maintenance-of-Way Association.”
American Railway Engineering and Maintenance-of-Way Association
Put your career on the right track
with AREMA’s Railway Careers Network. *NEW ADDRESS* 4501 Forbes Boulevard, Suite 130, Lanham, MD 20706
Services are free and include confidential Phone: +1.301.459.3200 / Fax: +1.301.459.8077
resume posting, job search and e-mail www.arema.org
notification when jobs match your criteria.

AREMA NEWS
Getting to know Sid Bakker
Each month, AREMA features one of our committee
chairmen. We are pleased to announce that the June featured
chairman is Sid Bakker, chair of Committee 39 - Positive
Train Control.
AREMA: Why did you decide to choose a career in
railway engineering?
BAKKER: After engineering careers at Northern Telecom
and the Electronics & Space Division of Emerson Electric,
I was drawn to Transportation Products Sales Co. (TPSC)
This smaller company had an open position for an
application engineer for technical support and business
development throughout the North American rail industry.
The agility of a smaller company to develop solutions
matched my pace and my desire to make an impact. I was
also intrigued by the rail industry’s progressive movement
to utilize newer technologies. Everything lined up.
AREMA: How did you get started?
BAKKER: Soon after my 1989 move from Minneapolis,
Minn., to St. Louis, Mo., I met a beautiful girl named
Ta m my w h o h a p p e n e d t o wo r k f o r T P S C . O u r Sid bakker
relationship went from friends to dating to marriage Chair, Committee 39 - Positive Train Control
in 1992. As a spouse of someone in the rail industry, I President, ARMS, Inc.
quickly witnessed the close knit community and close
relationships. When the application engineer position
opened up, Tammy and I joked about working together spends his time on motorcycles, fishing and pickup baseball
at a small company and the associated challenges. After games in the neighborhood. Amelia is 11 years old and will
three months of consideration, we only found reasons for start middle school this year. She has been in competitive
me to join TPSC. We have proven it was the right decision cheerleading for six years. She is in level 3 and close to
for 19 years and are still going strong. having all of her level 4 skills. She plays piano and has
AREMA: How did you get involved in AREMA and a beautiful singing voice. She also has her dad wrapped
your committee? around her finger.
BAKKER: Ever since my first year at TPSC, the AAR/ As a family, we love to donate time and money for
AREMA manuals have been a “go to” reference for charities at church, school, the women’s shelter, Cancer
my work. My work related to many manual parts from Society, American Heart Association and others.
Committee 38, so I joined and participated in the Energy AREMA: If you could share one interesting fact about
and Communications subcommittees. When Committee yourself with the readers of RT&S, what would it be?
39 – Positive Train Control was formed, I was appointed BAKKER: Music has always been part of my life and has led
chairman of Subcommittee 4 – Communications. In 2012, me to various bands and music groups that have toured the
I was elected chairman of Committee 39. I enjoy the Midwest, California, Europe and Australia.
collaboration of industry experts to develop new manual AREMA:What is your biggest achievement?
parts for this unprecedented industry PTC deployment. BAKKER: Professionally, I was named president of TPSC
AREMA: Outside of your job and the hard work you put in 2007. Personally, I am most proud of balancing work
into AREMA, what are your hobbies? and family. This is an ongoing challenge with the amount
BAKKER: I enjoy playing golf, playing guitar, coaching of business travel, but we make it count when our family
baseball and I am an avid fan of my children’s sporting events. is together.
AREMA: Tell us about your family. AREMA: What advice would you give to someone who is
BAKKER: I have been happily married to Tammy for 21 trying to pursue a career in the railway industry?
years. She is the executive vice president of TPSC. She is an BAKKER: Observe and learn. Use your eyes and ears to
amazing business professional and Supermom of two active learn from railway experts. Understand the history and the
children. She enjoys cooking, running and gatherings with evolution of technology and practices. Be patient for new
friends and family. Sean is 14 years old and will start high technology to be adopted, as it must be proven over time.
school this year. He is built for speed and excels at baseball This gained knowledge should be combined with your talent
and track. He plays the drum set, loves the outdoors and and skills for a rewarding career.

AREMA Publications
2013 AREMA
Reflections on a Half Century 2013 Communications Educational
of Railway Engineering and & Signals Manual of Foundation
Some Related Subjects© Recommended Practices© Scholarship
Railway Memoirs by William G. Byers, PE The Communications & Signals Manual
is a manual of
Winners
2013 Manual for Railway recommended Announcement
Engineering© practices written
by AREMA
NOW AVAILABLE
technical
There have been committees in AREMA would like to
numerous updates
to more than 5,000
the interest of congratulate the 2013
establishing
pages of the Manual uniformity, promoting safety
scholarship winners.
for Railway Engineering. The chapters are or efficiency and economy. The
grouped into four general categories, each Communications & Signals Manual of AREMA has awarded
in a separate volume: • Track • Structures
• Infrastructure & Passenger • Systems
Recommended Practices is an annual 37 scholarships
publication released every October.
Management. The Manual is an annual *NEW* Downloadable Sections Avilable Online.
totaling $63,000.
publication, released every April. It is
available in four-volume loose-leaf format, Practical Guide Please see page 62
CD-ROM, revision set (loose-leaf only)
and individual chapters (hard copy and to Railway for a full listing of
downloadable formats). Engineering© scholarship winners,
*NEW* Downloadable Chapters Now Avilable Online.
This guide provides the school they attend
a comprehensive and the scholarship
AREMA Bridge overview and they received.
understanding
Inspection of the railway
Handbook© system. Whether A special thank you
The AREMA you are new to the rail industry or to Charley Chambers
Bridge Inspection a long-time contributor wanting to and the Scholarship
Handbook provides learn more, this bound book and
a comprehensive CD-ROM offer in-depth coverage of Review Committee
source of information railway fundamentals and serve as an for all of their hard
and criteria for bridge excellent reference. (Also available in work and dedication
inspections for a CD-ROM version only.)
engineers engaged in the assessment of reviewing the
railway bridges. This handbook is published outstanding AREMA
as a guide to establishing policies and 2012 Educational Foundation
practices relative to bridge inspection. It
covers such topics as confined spaces, site
Portfolio of Scholarship
conditions, loads & forces, nomenclature, Trackwork applications.
bridge decks, timber, concrete & steel Plans©
bridges, movable bridges, tunnel and
culvert inspections, and emergency & post- The Portfolio If you are interested
earthquake inspections. Also included are
many color photographed examples in
of Trackwork in making a tax-
Plans consists
several chapters, as well as a glossary in of plans and specifications that relate deductible donation
the back of the book. to the design, details, materials and to the AREMA
To order any of the AREMA publications,
workmanship for switches, frogs, Educational
turnouts and crossovers, crossings, rails
please visit www.arema.org or contact and other special trackwork. This is a
Foundation, please visit
Beth Caruso at +1.301.459.3200, ext. 701, or companion volume to the Manual for www.aremafoundation.org.
[email protected]. Railway Engineering.

PRODUCTS
Articulating cranes
Iowa Mold Tooling Co., Inc., introduced its 40 tm and 50
tm models to its lineup of truck-mounted articulating
cranes. The company says the cranes have excellent lift-
to-weight ratios, long-reach capabilities and minimized
space requirements. The 40/275 crane provides
a maximum lifting capacity of 19,026 pounds, while
the 50/345 model delivers a maximum lifting capacity
of 22,840 pounds. The 40/275 and 50/345 models can
be equipped with up to eight hydraulic extensions for
maximum horizontal reaches of 69 feet 11 inches and 70
feet three inches. The 40/275 and 50/345 models feature
ultra-high tensile and the mounting space required has
been reduced to three feet nine inches and three feet
11 inches. The 40/275 and 50/345 models feature “over-
bending,” making the working area between the main
boom and the outer boom no less than 195 degrees.
Additional features include functions and feedback of
loader operation conditions; continuous rotation and
internal hose routing system. Phone: 1-800-247-5958.
Drilling support trailer

Fecon offers its GL14 Support Trailer, a self-contained
grouting and/or mud drilling support system for drilling
applications. Hydraulic lift assist ramps allow access to
the 200-gallon water supply tank for back flushing and
cleaning and the support trailer also has lockable storage
for tools and drill rods. The trailer has a six feet by 14 feet
flatbed, four-wheel brakes and can be towed by truck or
by the Fecon GL300 Drill Rig. Phone: 800-528-3113.

Ad Index
Company Phone # Fax# e-mail address Page #
American Concrete Products Co., Inc. 402-339-3670 [email protected] 23

AREMA Marketing Department 301-459-3200 301-459-8077 [email protected] Cover 3
Brandt Road Rail Corporation 306-791-7533 306-525-1077 [email protected] 11
Century Group Inc. 800-527-5232 ext.118 800-887-2153 [email protected] 25
CTC, Inc. 817-886-8243 817.886.8225 [email protected] 32
Danella Rental Systems, Inc. 610-828-6200 610-828-2260 [email protected] 10
Dixie PreCast 770-94401930 770-944-9136 [email protected] 25
Harsco Rail 803-822-7551 803-822-7521 [email protected] 49
Herzog Services, Inc. 816-233-9002 816-233-7757 [email protected] 55
HiRail Corporation 800-274-7245 319-455-2914 [email protected] 24
Irwin Transportation Products 724-864-8900 724-864-0803 bspringer @Irwincar.com 26
Koppers Inc. 412-227-2739 412-227-2841 [email protected] 22
KSA 740-776-3238 ext.12 740-776-6553 [email protected] 21
L.B. Foster Co. - Friction Management 412-928-3506 412-928-3512 [email protected] 5
Loram Maintenance of Way, Inc. 763-478-6014 763-478-2221 [email protected] Cover 2
North American Rail Products Inc. 604-946-7272 888-692-1150 [email protected] 10
Neel Company, The 703-913-7858 703-913-7859 [email protected] 56
Nordco Inc. 414-766-2180 414-766-2379 [email protected] 8
Oldcastle/Startrack 888-965-3227 303-794-4297 [email protected] 3
Omega Industries, Inc. 360-694-3221 360-694-3882 [email protected] 20
OMNI Products, Inc. 815-344-3100 815-344-5086 [email protected] 39
Plasser American Corp. 757-543-3526 757-494-7186 [email protected] 51
PortaCo, Inc. 218-236-0223 218-233-5281 [email protected] 7
Progress Rail Services Corp. 800-476-8769 256-593-1249 [email protected] 19
Rail Construction Equipment Co. 866-472-4570 630-355-7173 [email protected] 9
RAILCET 866-724-5238 217-522-6588 [email protected] 6
RailWorks Corporation 866-905-7245 952-469-1926 [email protected] Cover 4
Railway Educational Bureau, The 402-346-4300 402-346-1783 [email protected] 64, 66
SnakeTray® 631-674-0004 631-674-0010 [email protected] 11
Speno International SA 00-41-229-064-600 00-41-229-064-601 [email protected] 47
Transpo® Industries, Inc. 914-636-1000 914-636-1282 [email protected] 23
Unitrac Railroad Materials, Inc. 412-298-0915 865-693-9162 [email protected] 41
Vossloh 00-49-239-252-273 00-49-239-252-274 [email protected] 53
Reader Referral Service

This section has been created solely for the convenience of our readers to facilitate immediate contact
with the RAILWAY TRACK & STRUCTURES advertisers in this issue.
The Advertisers Index is an editorial feature maintained for the convenience of readers. It is not part of the advertiser contract and RT&S assumes no responsibility for the correctness.
Advertising Sales
general sales OFFICE AK, AZ, CA, CO, IA, ID, IL, KS, MN, MO, Africa, Britain, Eastern Europe, Far East, Japan
Jonathan Chalon MT, NE, NM, ND, NV, OR, SD, UT, WA, WI, France, Germany, Belgium, Portugal, Katsuhiro Ishii
Publisher (212) 620-7224 WY, Canada -AB, BC, MB, SK Switzerland, Middle East, South America, Ace Media Service, Inc.
55 Broad St., 26th Fl. Fax: (212) 620-7224 Heather Disabato (312) 683-5026 Rail Tenders, all others. 12-6 4-Chome, +81-3-5691-3335
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CT, DE, DC, FL, GA, ME, MD, MA, NH, NJ, [email protected] Syresham Gardens Fax: +44-1444-458185
NY, NC, PA, RI, SC, VT, VA, WV, Canada - Haywards Heath, RH16 3LB Classified, Professional & Employment
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[email protected]

CALENDAR
JUNE
17-21. Railroad Track Inspection & Safety Standards.
Region Transportation Management Center. Nashville,
Tenn. Contact: Diana Webb. Phone: 865-974-5255. Fax:
865-974-3889. Website: http://ctr.utk.edu/ttap/training/
railinspect.php.
JULY
7-13. Rail and Intermodal Summer Youth Program.
Michigan Technological University. Houghton, Mich.
Contact: Pam Hannon. Phone: 906-487-3065. E-mail:
[email protected]. Website: http://www.rail.mtu.edu/
summer_youth2013.html.
30-Aug. 1. Railway Tie Association Tie Grading Seminar.

Courtyard by Marriott-Bossier City/Louisiana Boardwalk.
Shreveport, La. Phone: 770-460-5553. Fax: 770-460-5573.
E-mail: [email protected]. Website: www.rta.org.
SEPTEMBER
8-10. ASLRRA Eastern Region Meeting. Norfolk
Waterside Marriott. Norfolk, Va. Phone: 202-628-4500.
Website: www.aslrra.org.
29-Oct. 2. Railway Interchange 2013. Indianapolis, Ind.

Phone: 301-459-3200. Fax: 301-459-8077. Website: www.
railwayinterchange.org.
29-Oct. 2. APTA Annual Meeting. Hilton Chicago.

Chicago, Ill. Contact: Yvette Conley. Phone: 202-496-4868.
E-mail: [email protected]. Website: www.apta.com.
OCTOBER
6-11. International Railway Safety Conference (IRSC
2013). Vancouver, BC, Canada. E-mail: irsc2013@nrc-cnrc.
gc.ca. Website: www.irsc2013.org.
9-11. 95th Annual Railway Tie Association Symposium

and Technical Conference. Hyatt Regency Lake Tahoe.
Incline Village, Nev. Phone: 770-460-5553. Fax: 770-460-
5573. Website: www.rta.org.
13-15. ASLRRA Southern Region Meeting. Omni

Charlotte Hotel. Charlotte, N.C. Phone: 202-628-4500.
Website: www.aslrra.org.
15-16. 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.
NOVEMBER
4-8. Railroad Track Inspection & Safety Standards.
Tennessee Valley Railroad Museum. Chattanooga, Tenn.
Contact: Diana Webb. Phone: 865-974-5255. Fax: 865-974-
3889. Website: http://ctr.utk.edu/ttap/training/railinspect.php.
5-6. Railroad Environmental Conference. University of

Illinois at Urbana-Champaign. Urbana, Ill. Phone: 217-
244-4999. Fax: 212-333-1924. Website: http://ict.uiuc.edu/
railroad/RREC/overview.php.
10-12. ASLRRA Central Pacific Region Meeting.

Newport Beach Marriott Hotel & Spa. Newport Beach,
Calif. Phone: 202-628-4500. Website: www.aslrra.org.
Professional Directory
WEED & BRUSH SPRAYING

Specialized fleet of computer operated sprayers
Tree Trimming/Brush Cutting
Line Clearance-Hazardous Trees-Whole tree chipping
POLE LINE REMOVAL
A variety of on/off track removal equipment
NEW & USED EQUIPMENT
Road Crossing Site Safety Maintenance
Re-cut & Herbicide Programs
R. E. L. A. M. INC. Mercier’s 800.822.9246
E-Mail: [email protected] www.merciers.com
Tel: 440-439-7088 Fax: 440-439-9399
EQUIPMENT FOR SHORT OR LONG TERM LEASE
HARSCO TAMPERS Products and services
6700S Switch and Production Tampers - 2012, 2011, 2010 & 2009
3300 Chase Tampers
3000 Tampers w/Raise & Line or Chase Tampers 2012 thru 2006
2400 Tampers w/Raise & Line, 900 Tampers w/Jacks
TIE INSERTERS/EXTRACTORS
Nordco TRIPPs - 2012 thru 2005
TR-10s & TKOs
925 S/Ss and Standards
KNOX KERSHAW REGULATORS, KRIBBER/ADZERS, TIE CRANES &
PLATE BROOMS
KBR-850-925-940 Ballast Regulators & Snow Fighters - 2012 - 2008
KTC - 1200 Tie Cranes - 2012 thru 2006
KKA-1000s Kribber/Adzers – 2009, 2008 & 2007
KPB-200 Plate Brooms
NORDCO ANCHOR APPLICATORS, SPIKERS & GRABBERS
Models E & F Anchor Machines
Models CX and SS Spikers - 2012 thru 2006
Model SP2R Dual Grabbers – 2008, 2007 & 2006
RACINE DUAL ANCHOR SPREADERS, SQUEEZERS, TPIs,
DUAL CLIP APPLICATORS, OTM RECLAIMERS AND ANCHOR
APPLICATORS
HI-RAIL CRANES & SPEEDSWINGS
Pettibone Model 445E Speedswings w/Multiple Attachments
Geismar 360 Hi-Rail Excavators with Cold Air Blowers 2012 NRC SAFETY AWARD WINNER
Badger 30 Ton Cranes
HI-RAIL ROTARY DUMPS, GRAPPLE TRUCKS & EXCAVATORS
Gradall XL3300 Series III w/Digging Buckets & Brush cutters - 2012 Business opportunities
Badger 1085R with Brush Cutter and Ditch Cleaning Bucket
Retirement Time (Still)

EMPLOYMENT For Sale: Busy railcar repair business. 60,000 sq. ft. main shop,
16,000 sq. ft. separate shot blast and fabrication shop.
Located in NW PA.
Contact: (814)723-2500, [email protected]
Premiere
Premiere RailroadRailroad Contractor
Contractor in the Northeast in for
is currently looking the Northeast is currently looking for
Qualified, Enthusiastic and Hard WorkingProject individuals for the following
Qualified, Enthusiastic and Hard Working individuals for the following
Premiere
positions:Railroad Contractor in the Northeast is currently looking for Engineer
positions:
• Project Engineer
positions: Project Engineer
Project Manager
Please send inquiries and resumes to:
Please send inquiries and resumes to: Project Manager
• Project Manager
Estimator
[email protected]
Estimator
[email protected]
[email protected] • Estimator
Trac-Work, Inc. is currently seeking a Superintendent in

Shreveport, LA. Must have experience railroad track con-
struction. We offer a competitive benefits package. Please
forward resume to [email protected] or fax resume
to 972-875-1298. www.trac-work.com EOE
Premiere Railroad Contractor in the Northeast is currently looking for
Premiere
positions:Railroad Contractor in the Northeast is currently looking for
www.rtands.com
Project Engineer
Railway Track & Structures June 2013 67
positions: Project
ProjectEngineer
Manager
Project Manager
Estimator
[email protected]
Estimator
Some things never change. Quality, Service, and Dependability. Since 1910.
Hirail Crew Cab

Grapple Truck
Rotary Dump
LEASE Some things never change. Quality, Service, and Dependability. Since 1910.
or
BUY Hirail Service/Maintainers Truck
Custom Build New or Used Chassies
Hirail Gradall w/opt. Also: Hirail Boom Dump Trucks
Brush Cutter Hirail Mechanics Trucks
Hirail Section Trucks
Crew Cab Boom Truck Hytracker for moving equipment
RAILROAD SERVICES Est. 1910 Hudson Ballast Cars
DMF & Harsco parts, service and installation
RAILROAD SERVICES
Phone: 315-455-0100 • Fax: 315-455-6008 • Syracuse, NY • Please visit our website www.franktartaglia.com
RAILROAD SERVICES
Hi-Rail trucks engineered

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ASPENEQUIPMENT.COM/RAIL
RT&S2013revAd.indd 1RT&S Classified Section 2/12/13 2:57 PM
Jeanine Acquart 212-620-7211
[email protected]
s r r TM

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June 2013 | www.rtands.

Engineering the frac

www.rtands.com Railway Track & Structures June 2013 1

Guest editor’s appearance should not be viewed as an endorsement of products, advertisements

2 Railway Track & Structures June 2013 www.rtands.com

FRA issues flat switching operations safety advisory

4 Railway Track & Structures June 2013 www.rtands.com

6 Railway Track & Structures June 2013 www.rtands.com

Office of Gov. McDonnell Flickr

www.rtands.com Railway Track & Structures June 2013 7

LACMTA receives upwards of $390 million

8 Railway Track & Structures June 2013 www.rtands.com

Alameda Corridor-East Construction

www.rtands.com Railway Track & Structures June 2013 9

10 Railway Track & Structures June 2013 www.rtands.com

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Rail conferences – past,

14 Railway Track & Structures June 2013 www.rtands.com

Testing new weld products

TTCI engineers test two different weld techniques that

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16 Railway Track & Structures June 2013 www.rtands.com

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system that incorporates an interface crossing has failed before replacing,”

20 Railway Track & Structures June 2013 www.rtands.com

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An Omega crossing being installed

spec ifications, in cluding B NSF,

demand from the Class 1s. Koppers KSA

22 Railway Track & Structures June 2013 www.rtands.com

or slightly better. He says the Class

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included to assure efficient installation and easy removal

24 Railway Track & Structures June 2013 www.rtands.com

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26 Railway Track & Structures June 2013 www.rtands.com

Grade-crossing American Concrete Products—

28 Railway Track & Structures June 2013 www.rtands.com

100% recycled plastics formulation.

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30 Railway Track & Structures June 2013 www.rtands.com

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32 Railway Track & Structures June 2013 www.rtands.com

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34 Railway Track & Structures June 2013 www.rtands.com

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Western-Cullen-Hayes, Inc.—Model FAB-RA-CAST®—FAB-RA-FILL­ER™

www.rtands.com Railway Track & Structures June 2013 37

HiRAIL Corp.—Rubber rail seal is

Lewis Bolt & Nut Co.—Washerhead

38 Railway Track & Structures June 2013 www.rtands.com

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Did we miss you?

RT&S 2014 Grade-crossing

40 Railway Track & Structures June 2013 www.rtands.com

Sections No Yes Yes Yes Yes (Clipped) Yes Yes Yes No No

Western-Cullen-Hayes, Inc.—Model FAB-RA-CAST®—FAB-RA-FILLER™