U.S. Transportation Secretary Ray LaHood today praised President Obama’s $74 billion budget for the U.S. Department of Transportation saying the funds will lay a new foundation for economic growth and competitiveness by investing in a national infrastructure network, building on recent safety achievements and modernizing transportation systems through research and innovation.
Wheel/rail friction modifiers have been updated and reformulated to become environmentally friendly, which was just one focus for suppliers in the past year. Additionally, it’s not only what you put on the rails, but how. Suppliers are upping the ante and producing the most technologically advanced systems to get the job done right without wastefullness and at a attractive price point.
“Environmental Lubricants Manufacturing, Inc., is the only company in the U.S. that manufactures exclusively biobased greases and lubricants for railroad friction management,” notes Lou Honary, chairman and president of ELM. “The company incorporates a revolutionary manufacturing process that utilizes microwaves for the reaction process of making grease. This process does not damage the vegetable oils during the high-temperature reaction process and as a result, a more oxidatively stable and economical biodegradable grease is produced.”
Honary says he sees the railroads spending much more on friction reduction through lubrication in 2012 because it makes economic sense. Friction reduction improves fuel economy and as the cost of fuel goes up, the cost of lubrication can easily be justified, he notes.
“I believe the increased use of biofuels and the awareness it has created within the railroad industry will be helpful in promotion and use of biobased greases and switch lubricants, etc.”
“The company has remained at the forefront of technological development with a steady stream of technical advances that enhance the efficiency and effectiveness of friction control programs since L.B. Foster acquired Portec Rail Products, Inc., in late 2010,” said Dr. Kevin Oldknow, vice president technology and business development, friction management at L.B. Foster Company.
Friction management, including both gauge-face lubrication and top-of-rail friction control, remains a fast evolving field. According to Oldknow, one of the most significant advances that has been made in top-of-rial friction modifier technology since its introduction more than a decade ago has been the development and implementation of KELTRACK® ER (Enhanced Retentivity).
A number of chemistry packages comprise thin film friction modifiers, each delivering one or more key components of the overall material behavior. The term “Enhanced Retentivity” refers to a complete revision of KELTRACK’s film forming chemistry, providing improvement in the resistance to cyclic wheel/rail compressive loads. This is said to yield a dramatic reduction in the quantity of friction modifier needed to establish TOR friction control over a given territory.
“As with any material destined for use at the TOR/wheel tread interface, KELTRACK ER was required to undergo exhaustive testing over several years to ensure that neither performance nor safety were compromised,” explained Oldknow. “As the industry’s only true friction modifier technology (delivering an intermediate coefficient of friction and positive friction-creepage characteristics through a dry, thin film), the KELTRACK family of products establishes dry thin film friction control that delivers reductions in lateral loads and lateral/vertical ratios, rail and wheel wear, locomotive diesel usage, rolling contact fatigue development, curving noise and corrugations. In the past year, Enhanced Retentivity technology has become fully commercialized and is in territory-wide usage under a range of operating conditions including severe curvatures, curve densities and gradients.”
Oldknow notes a lingering question in the industry has been “how do we know that our friction control program is working?” He says L.B. Foster has provided a definitive answer to this question through a cooperative project between the company’s friction management and Salient Systems product teams. Its lateral/vertical force measurement Module is specifically designed to integrate with the Remote Performance Monitoring™ (RPM™) technology, providing a cost effective way to monitor L/V force levels at multiple locations throughout a given territory. These results are then integrated into a web interface used to monitor PROTECTOR® wayside friction control system performance. This information verifies the effectiveness of KELTRACK TOR friction control monitored in near-real time over complete territories.
Moving from trackside systems to train-mounted equipment, the company’s AutoPilot™ system has also seen major technical advances in the past year. Improvements include a full-featured telemetry system fully integrated with the RPM framework, providing a clean and effective web interface. The system has been made more robust with nozzle and fluid delivery system improvements to handle an even wider range of operating conditions in the harsh and rugged heavy haul operating world.
“The economic case for friction management has gained very secure footing, helping to justify continued investment in these technologies,” explained Oldknow. “Multiple Class 1 railroads have published rigorous scientific data from collaborative projects demonstrating the effectiveness of KELTRACK TOR friction control in generating rail and fuel savings and several other meaningful economic benefits. When combined with optimized state-of-the-art GF lubrication using PROTECTOR trackside systems and premium greases with targeted extreme pressure additive packages, dedicated and effective management and maintenance and filling programs, the net benefits to the global rail industry are highly compelling.”
Oldknow says the L.B. Foster team is working on a major set of product improvements set for release during the 2012 calendar year.
“As a world leader in manufacturing lubrication products, Lincoln has more than 100 years of expertise,” said Pete Laucis, global director product management at Lincoln Industrial. “That knowledge and experience will continue to benefit the rail industry during 2012. With its diverse lubrication market experience, Lincoln is better positioned to respond to rail customers and develop new products, systems and solutions based on customer requirements.”
Lincoln recently developed the digital controller. Introduced to expand the capabilities of controlling the grease distribution to the rail, the new controller is said to be user-friendly, due to the soft keypad, which makes it easy to navigate through the controller parameters. The Lincoln digital controller is capable of counting up to 128 axles, an increase from 32 with the previous controller. Coupled with the ability to specify the pump on time with a range of two-14 seconds, the volume of grease distribution can be dialed in to satisfy the demand.
“The controller also has the capability to provide different volumes of grease in either direction of train travel,” said Laucis. “For example, if there are numerous curves in one direction, but only a few in the other, grease distribution can be proportioned for both directions to minimize excess usage.”
The digital controller is said to accurately keep track of the cumulative total volume of grease that has been dispensed to the rail by using a proximity switch on the patented dispensing bar’s Pump-To-Port® metering valve. Weather-related features include a thermostat when a water-based friction modifier is used along with a rain/snow sensor capability.
The controller also has been improved cosmetically with a waterproof enclosure and an accessible terminal strip inside for easy electrical hookups, notes Laucis.
Lincoln has refined its gauge face bars going to a metal-to-metal seal, speeding installation and reducing maintenance.
Other products of Lincoln’s include its durable 200-pound reservoir, which provides a compact, turnkey package for customers dealing with space constraints. The weather-resistant, powder-coated steel reservoir contains all of the same pumps and controls as Lincoln’s 800-pound unit.
The company’s 600 mm gauge face short bars have the ability to lubricate closer to or in the spiral of a curve.
Lincoln’s pecial systems for metro/transit applications provide unlimited tank customization for unique applications.
The company notes its Next Generation gauge face dispensing bar takes precision lubrication placement to another level.
Lincoln offers clients installation accessories, including a variety of items designed to reduce maintenance time.
Additionally, Lincoln still offers electronic interfaces with user-specific communication platforms. These electronic interfaces are universally compatible with known telemetric systems.
Lincoln continues to work with Class 1 and Class 2 railroads, along with the metro/transit market to analyze cost-saving areas by employing improved lubrication methods.
“We expect to see increased emphasis on more compact and modular products for noise abatement applications in the metro/transit market,” added Laucis.
Terresolve Technologies, Ltd., says it is dedicated to providing non-toxic, biodegradable lubricating products that deliver exceptional performance. Mark Miller, CEO of Terresolve notes that Terresolve’s biobased and biodegradable fluids have been extensively proven in the lab and in the field and are renewable, support the agrarian community and meet federal guidelines for environmentally preferable purchasing.
Terresolve recently introduced EnviroLogic 801LCG, a biodegradable rail curve grease. EL 801LCG is said to have excellent cold temperature characteristics versus other competitive products and a unique thickener/tackifier formula that improves tenacity of the product to the rails.
The company also manufactures biodegradable hydraulic fluids for track maintenance equipment.
“These products outperform petroleum oils and in the event of a leak or spill, have no long-term effect on the environment,” explained Miller. “These products not only protect railroad equipment, but also protect the railroad contractor while he is working in environmentally sensitive projects, especially over water, in the event of a spill.”
Terresolve sees not only an overall increase in the rail lubrication programs in 2012, but especially in programs using and requiring biodegradable, high-performance lubricants and greases.
Terresolve currently supplies bio hydraulic fluids to a Class 1 railroad for track maintenance equipment.
“We are excited about the recent launch of the new bio curve grease and have begun to secure business with our current customers, as well as potential clients,” said Miller.
Tranergy Inc., powerd by LORAM, is currently working on a new and improved friction modification delivery system.
“This system has a finer resolution than the previous method,” explained Jon Behrens, integration manager at Tranergy Inc., powered by LORAM. “This finer resolution will reduce friction modifier waste during rail application by applying precisely the right amount of friction modifier in the ideal position on the top of the rail, allowing the train wheels to distribute the FM more effectively.”
The new system is said to be flexible enough to work with a variety of friction modifiers of different viscosities and at a large temperature range. This flexibility gives the customer more options on unit placement.
Tranergy has experienced an increased demand from its customers for friction management programs, notes Behrens. He says railroads are realizing the benefits of friction modification, including less energy consumption, reduced lateral forces and reduced rail damage.
Many railroads are establishing departments within their organizations to manage rail lubrication, similar to other maintenance-of-way departments such as rail grinding, notes Behrens.
“The implementation of a rail lubrication group within a railroad’s organization helps ensure consistency in the type of friction modifier products used on the railroad and efficiency of the FM delivery and maintenance schedules,” explained Behrens. “Sometimes railroads do not place enough value on the maintenance of the friction modification units.
“This issue varies between divisions and subdivisions of a railroad. It’s important that all railroad personnel are educated on the benefits and applications of friction modification and remain consistent in the use of the products. This understanding then leads the roadmasters to manage the maintenance of these units to ensure proper functionality.”
Tranergy, in partnership with Loram Maintenance of Way, Inc., is currently pursuing opportunities on heavy haul railroads in North America and abroad to offer enhanced top-of-rail friction management products and services.
“Whitmore’s has been and will continue to be a market leader in rail lubrication,” noted Bruce Wise, director of railroad sales at Whitmore’s. “Our R&D and QC efforts are continuous and aided by the fact that we design and manufacture all of our products at our facility in Rockwall, Texas.”
He says 2012 will be an exciting year for Whitmore’s and one where its product offering will expand and core products will be enhanced.
Rail and wheel friction management continues to be an important initiative for the worldwide customer base of Whitmore’s, explains Wise.
“Our input would suggest that most railroads will maintain their current programs and expand them in areas where traffic levels and tonnage are increasing.”
Class 1 railroad budgets are gearing up for another robust year and the engineering side of the industry is set to benefit. Last year saw the completion or progression of several expansion projects and 2012 looks to continue that trend. Expansion isn’t the only aim of these projects; railroads are continuing their commitment to renewing existing infrastructure. Crosstie, rail and bridge rehabilitation and replacements look to have another great year in 2012.
In our annual RT&S survey, we asked all the major railroads for a breakdown of their expected spending over the next year. In addition to the information gathered in our survey, supplemental sources such as industry association presentations and general reporting were used to develop the most accurate picture of the 2012 engineering forecast. All dollar figures should be read as estimates and are subject to change.
RT&S thanks all those who responded to the survey.
Amtrak’s engineering budget will see a slight increase to $483 million in 2012 from the $476 million budgeted in 2011. Amtrak’s C&S budget for 2012 is more than three times what its 2011 budget was, $42.8 million versus $13.1 million. One reason Amtrak will see a jump in its C&S budget is that the railroad intends to complete installation of Positive Train Control technology on a section of Amtrak-owned tracks along the Northeast Corridor by the end of 2012, which is three years ahead of the federally mandated deadline.
In addition to the PTC installation, Amtrak plans to move forward on several infrastructure improvements along the NEC. Close to $15 million will be spent for planning and other pre-construction activities on its Gateway Program; design, engineering and other pre-construction activities will advance on a project to upgrade speeds along a 24-mile section of the NEC between Trenton and New Brunswick, N.J.; construction will continue on the Niantic River Bridge replacement and work will continue on a multi-year project to replace track in all four of Amtrak’s East River tunnels that access New York Penn Station.
Amtrak plans to lay 153,000 rail feet of new rail, surface 600 miles of track and install 99,458 crossties, which includes 29,000 wood ties and 76,258 concrete ties.
“Amtrak is building the equipment, infrastructure and organization needed to ensure our strong growth continues into the future. We are investing in projects critical for enhancing the passenger experience, essential for supporting our national network of services and vital for the future of America’s railroad,” said Amtrak President and CEO Joe Boardman.
BNSF plans a 2012 capital commitment program of approximately $3.9 billion, a $400 million increase over its 2011 capital spend of $3.5 billion.
The largest component of the capital plan is spending $2.1 billion on BNSF’s core network and related assets. The program also includes about $300 million for PTC and $400 million for terminal, line and intermodal expansion and efficiency projects. BNSF’s expansion and efficiency projects will be primarily focused on coal routes to improve velocity and throughput capacity and the new intermodal facility at Kansas City.
On the maintenance side of things, BNSF plans to lay 875 track miles of rail relay; install 3,518,000 ties of which 3,426,000 will be wood and 92,000 will be concrete; perform 600 miles of production ballast undercutting and 5,080 miles of production shoulder ballast cleaning and complete 140 bridge rebuilds including three major projects in Galveston, Texas, Burlington, Iowa and Plattsmouth, Neb.
In 2012, Canadian National plans to invest approximately C$1.75 billion (US$1.74 billion) in capital programs, which is up slighting from C$1.71 billion (US$1.70 billion) in 2011. Out of the 2012 budget more than C$1 billion (US$997 million) will be targeted on track infrastructure to maintain a safe and fluid railway network.
The railroad plans to lay 345 miles of new rail, install 1.6 million wood ties and 78,000 concrete ties.
In addition, the railroad will invest in projects to support a number of productivity and growth initiatives. These include speed/capacity initiatives, continued integration of the EJ&E, reconstruction of Kirk Yard, progress the AMT Infrastructure Program in Montreal, continued construction of the Calgary Logistics Park and several bridge projects.
Bridges will continue to be a large part of CN’s plan in 2012 with work scheduled to continue on the Dubuque River Bridge, Oshkosh Bridge and Fraser River Bridge, along with 17 additional bridge strengthening and rehab projects, as well as another 70 bridge replacements.
Canadian Pacific will increase the amount it spends on engineering in 2012 to $1.125 billion, up from $1.104 billion in 2011. The railroad plans to spend approximately $650 million on basic replacement capital and $33.2 million C&S expenses.
CP plans to lay 73,800 net tons of new rail, which is down slightly from the 85,600 net tons that was laid in 2011. Relay rail is up with an estimated 38,900 net tons to be installed in 2012 from the 34,400 net tons in 2011. Crossties also are expected to be slightly less with 862,000 wood ties in 2012 versus 910,000 wood ties in 2011 and 3,200 miles of track will be surfaced up from 2,650 miles in 2011.
CP will continue to rerail the North Line between Portage La Prairie, Manitoba and Wetaskiwin, Alberta in Canada, as well as bridge work including replacement of pile trestles on the DM&E acquired properties.
In 2012, CSX plans to install approximately 3.2 million crossties, lay 540 track miles of rail, surface 5,800 track miles, replace 18,000-20,000 bridge ties and perform approximately 50,000 welds.
The railroad continues to work toward the 2015 deadline for the PTC mandate. In 2011, CSX hired an additional 300 C&S employees and replaced more than 250 miles of obsolete signal equipment and equipped more than 1,000 locations with PTC communication solutions.
CSX continues to progress on its National Gateway Project with eight out of 10 tunnels under construction as part of Phase 1. Phase 2 and 3 of the project consists of 21 obstructions to clear with a target completion date of 2014. In 2012, CSX plans two overhead bridge removals, two track lowerings and two thru-truss bridge modifications. The railroad will also keep busy in 2012 with various new terminals and terminal expansions under construction including ones located in Worcester, Mass., Westborough, Mass., Winter Haven, Fla., Columbus, Ohio, Charlotte, N.C., and Beauharnois, Quebec, Canada.
The railroad’s central Florida capacity improvement projects are also expected to progress in 2012 and included 15 project locations, more than 51 miles of new upgraded track and more than 150 miles of new signal system upgrades.
CSX will also continue to work on the Chicago-area CREATE project, perform 20-25 miles of capacity construction and work on a number of passenger projects.
Kansas City Southern estimates its engineering budget to be $382.8 million in 2012 up from $366.6 million in 2011. On the C&S side of things, KCS plans to spend $21.5 million in 2012 up from $17.6 million in 2011 and the railroad will spend an additional $20.7 million on PTC-related expenditures not included in the 2012 C&S estimates.
KCS will lay 17,212 net tons of new rail in 2012. The railroad laid 35,285 net tons of rail in 2011, but that number includes a one-time stimulus-funded rail relay project of the Gulfport to Hattiesburg, Miss., line of approximately 63 miles. The railroad will put down 3,588 net tons of relay rail in 2012 as compared to 3,440 net tons in 2011.
On the crosstie front, KCS will install an estimated 927,500 ties in 2012, which includes 736,000 wood ties and 138,000 concrete. In 2011, the railroad installed 690,067 wood ties and 150,073 concrete. KCS will also surface 6,183 track miles this year, as compared to 6,009 track miles last year.
Norfolk Southern unveiled a total capital improvement program of $2.4 billion in 2012, which is a 12 percent increase over 2011 numbers.
“The majority of our capital spending is targeted towards strengthening the franchise,” said Deborah H. Butler, chief financial officer during NS’ fourth-quarter 2011 earning conference.
The engineering budget for 2012 is estimated to be at $1.491 billion up slightly from the $1.424 billion in 2011. NS will lay 82,083 net tons of new rail and 25,259 net tons of relay rail this year up from 75,438 net tons of new rail and 20, 538 net tons of relay in 2011. The railroad will install 2,508,000 wood ties, which is about the same number as 2011. NS will install 322,000 relay ties, down from 409,817 in 2011 and surface 5,480 track miles, which is approximately the same number of miles as 2011.
NS will move forward on several major projects in 2012 including expansion of the Bellevue, Ohio, yard, the replacement of intermodal terminal bridges above 51st Street in Chicago and continuing construction of several intermodal terminals located at Birmingham, Ala., Memphis, Tenn., Greencastle and Harrisburg, Pa., and Charlotte N.C.
NS also plans to spend an estimated $487.6 million in C&S capital and operating expenses in 2012, of which $231.7 million has been included for PTC. The C&S numbers are up significantly from $321.4 million in 2011, which included $75.1 million for PTC.
Union Pacific’s projected $3.6 billion 2012 capital spend is the largest in company history. In 2011, UP invested $3.2 billion in total capital. In 2012, UP plans to spend $1.92 billion, which is 53 percent of the total number, on replacement capital. This includes approximately 4.3 million ties, replacing approximately 1,000 miles of rail and surfacing 4,369 miles of track. The railroad also plans to spend $335 million, which works out to nine percent, on PTC.
In a prepared statement, UP said that by 2035, railroads are expected to carry 38 percent more cargo than they do today. To set the railroad up to handle this kind of future volume, UP has several key growth projects underway in 2012.
In the Northern Region, UP plans to construct a second mainline at Blair, Neb., upgrade signaling and switching systems on the UP West Line in Chicago and continue ongoing CREATE projects to improve freight and passenger rail traffic flow in Chicago. In the railroad’s Southern Region, siding projects and double tracking will progress in Texas and Louisiana, terminal improvements are planned in the San Antonio, Dallas-Forth Worth, Houston and south-central Louisiana areas and enhancements will be put in place on the Eagle Pass and Laredo gateway routes to Mexico. UP’s Western Region will see continued double tracking of the Sunset Route in Arizona, construction will continue on the Santa Teresa, N.M., intermodal and fueling facility and siding extensions and terminal improvements are planned in the Pacific Northwest.
There is one thing I’ve learned most about railroads whether I’ve worked on the supply side or the publishing side of this industry: safety is a priority. These words rang in my head several times over the past month. First, with the announcement that the Association for American Railroads had decided to retire the E.H. Harriman Safety Award, which has been around since 1913, along with the Harold F. Hammond Safety Award after this year’s presentation, which will take place in May.
San Fransisco’s Bay Area Rapid Transit is moving ahead to form a partnership and intensify research into the possibility of extending service to Livermore. The BART Board of Directors voted unanimously to direct staff to advance the proposed BART to Livermore Project, Phase 1 to the next level of project development, including environmental review, conceptual engineering, development of Ridership Development Plans and analysis of Title VI of the Civil Rights Act.
The San Francisco Municipal Transportation Agency received a letter granting federal approval to proceed with a key component of the Central Subway Project. The approval, a letter of no prejudice from the Federal Transit Administration, allows the SFMTA to commence work that will prepare the 1.7-mile project alignment for tunneling and station construction.
Metropolitan Transportation Authority New York City Transit is bringing FASTRACK to the Seventh Avenue Line this month following success on the Lexington Avenue Line in January.
Valley Metro’s first light rail extension into downtown Mesa, Ariz., will break ground in late spring 2012.
U.S. Transportation Secretary Ray LaHood and Sacramento, Calif., Mayor Kevin Johnson visited construction at the Sacramento Valley Station, showcasing the economic impact of federal investments in the station and other passenger rail projects throughout the state.
The New Jersey Department of Transportation revealed a range of initiatives designed for quick implementation to promote safety and reduce accidental deaths along the state’s busy railroad tracks.
The Chicago Transit Authority Board awarded a design/build contract to Kiewit Infrastructure Co. to rehabilitate the following seven rail stations on the north mainline branch of the Red Line: Jarvis, Morse, Granville, Thorndale, Berwyn, Argyle and Lawrence.
The Federal Railroad Administration proposed a requirement that railroads must train and qualify employees in safety-related positions on federal railroad safety laws, regulations and orders.
U.S. Transportation Secretary Ray LaHood, in a meeting with Los Angeles Mayor Antonio Villaraigosa and local business leaders, affirmed the commitment to California high-speed rail and discussed how investments in high-speed rail are essential to keeping California’s economy moving.
Skanska USA’s civil construction business unit signed a contract with the Metropolitan Transportation Authority for the Second Avenue Subway Systems project in New York City.
The Regional Council of the Southern California Association of Governments approved a Memorandum of Understanding with the California High Speed Rail Authority, other Southern California Transportation Agencies, San Diego Association of Governments and Metrolink to upgrade existing regional rail systems.
The Honolulu Authority for Rapid Transportation received permission from the Federal Transit Administration to move forward with the next phase of construction of Oahu’s rail system.
Amtrak and the Michigan Department of Transportation have received federal approval to increase maximum speeds of Amtrak trains in western Michigan and northern Indiana to 110 mph following successful installation and testing of a positive train control safety system on Amtrak-owned track between Kalamazoo, Mich., and Porter, Ind.
A collaborative effort among Amtrak, Metra and state and federal agencies to reduce diesel soot emissions and improve air quality in and around Union Station in Chicago has already produced positive results, but further progress requires the full cooperation of adjacent property owners, U.S. Senator Dick Durbin (D-IL) stated.
Construction has begun on a new 2.6-mile streetcar line in Georgia that will run through the heart of Atlanta’s business, tourism and convention corridor and bring jobs and new development to the city.
House Transportation and Infrastructure Committee unveiled the American Energy & Infrastructure Jobs Act. The initiative is a five-year, $260 billion infrastructure bill that reforms transportation programs and promotes increased domestic energy production to create American jobs.