Washington Metropolitan Area Transit Authority General Manager and CEO Richard Sarles recommended operating and capital budgets for the next fiscal year that continue the authority’s path of improvement on safety and reliability, as well as provide more and enhanced service for rail and bus riders.
Research and development departments continue to drive advancements in rail-flaw detection technologies and methods. Railroads want to find smaller and smaller defects but they also need a total assessment of rail health.
Herzog Services, Inc. (HSI), has seen continued growth over the 2011 calendar year with the addition of another Class 1 railroad to its customer base, allowing HSI to strengthen its presence in the North American market.
“A growing market share with new customers and new requirements is an exciting focus for our team,” said Troy Elbert, assistant vice president of Herzog Services, Inc.
Jeff Wigh, director of Research and Development, has been working diligently to increase HSI’s technical staff and to partner with HSI customers to analyze and meet changing needs and wants in the rail testing industry.
The Research and Development team also has new products on the horizon that Elbert says will not only improve defect detection capabilities, but also provide a suite of products to increase the analytical options available. Data, such as rail profile and light geometry, can be added if a customer so desires and can be updated with each subsequent scheduled ultrasonic inspection.
“This will allow us to collate ultrasonic inspection and other rail health data to trend and monitor problem areas more efficiently for our customers. This could present a cost savings to our customers by allowing them to focus on areas that need more frequent inspections or other maintenance measures to prevent premature rail failures,” said Elbert. “HSI will continue to provide customer service to the industry and refine our products to be the most reliable and efficient inspection system on the market. With upcoming new product capabilities and expansion of services, Herzog Services, Inc.’s goal is to give our customers value for their inspection dollar.”
Nordco Rail Services and Inspection Technologies launched two new rail-flaw detection vehicles in 2011. The company says these vehicles focus on providing exceptional reliability and defect detection.
“To accomplish this we have introduced some exciting new technology, our patent-pending On Board Run on Run system, a 48-channel fully digital hardware platform and an Automatic Wheel Probe alignment system utilizing rail profiling data,” said Patrick Graham, president of Nordco Rail Services and Inspection Technologies. “Our focus is to continue to improve the quality of the test while driving up the total miles we can test in a given day. The On Board Run on Run system allows the operator to see the previous test information; this will allow better decisions and affect both test speed and quality.”
Graham notes that adding rail profiling to a detector car allows the railroad to collect profiling data as frequent as every two weeks or specifically tailored to a customer’s needs.
“However, it also provides the detector car with the exact location of the web of the rail relative to the gauge corner. Using this, we have specific algorithms that adjust the wheel probe to insure it is always centered over the web of the rail. Once again, increasing quality and test speed,” said Graham.
Nordco also launched the “One Pass” manual inspection system in 2011. This allows for a fully recordable GPS tracked test of a rail in one pass. Nordco utilizes its XL9-11 wheel probe with 11 transducers including the side looker transducers for vertical split head detection.
According to Graham, customers are continuing to request increased quality and test speed, as well as looking for ways to reduce service failures.
“One of the ways we responded to this need is our expanded 48-channel platform. This allows us to continually deploy new wheel probe technology with significant extra processing power. When we couple this with our latest XL9-11 wheel probe, we have extra physical room available on the test carriage and have extra process channels.
Because rail surface conditions can be a factor in providing a good quality test and training and maintaining quality personnel is always a challenge due to the nature of the business, Nordco says it has enhanced its training programs with in-house simulations and hands-on track time to further develop the skills of its chief operators.
“Nordco continues to offer the railroads varying solutions to rail-flaw detection. We provide full service turnkey testing services, as well as sell rail-flaw detection systems directly to the railroads. This allows the railroad to work with the model that best fits their business needs. In many cases, the solution we provide is in-between the two options, which continues to be the strength of Nordco; flexibility to provide the right solution to meet our customer’s needs,” said Graham.
Precision Rail Stress Testing Inc (Precision RST) says it is addressing a long-standing industry need with the introduction of the Rail Stress Tester. According to Precision RST, the system is designed to quickly and accurately measure the neutral temperature of rail in a non-destructive manner.
“Our customers have told us that they are looking for a neutral temperature testing system that is accurate, fast, portable and non-destructive,” said Rick Middaugh, general manager at Precision RST. “There is increasing demand in a number of areas, from Class 1 to passenger to short lines: If there is a risk of a rail break or thermal misalignment, there is a need for neutral temperature testing.”
Middaugh notes that with rail stress measurement testing, the ongoing challenge lies in measuring the residual stress in the rail, as every rail has its own residual stress, however minimal. He says the system being introduced by Precision RST includes a calibration process that addresses the residual stress issue and allows for quick and accurate measurements every time.
“Neutral temperature testing has been an issue for years and Precision RST’s solution offers an efficient, accurate and cost-effective method to measure neutral temperature,” said Middaugh. “This system can be used for planning purposes. Railroads can focus valuable resources and maintenance efforts based on the results of the testing. The system can also be used for validation. For example, the tester could be applied as cwr is being laid and de-stressed to validate that it has been de-stressed to the targeted level prior to welding.”
Sperry Rail Service says a number of technological developments it brought to the market contributed to the company’s detection of 90,000 rail-flaw defects in North America last year.
“Sperry’s approach is based on three principles – customization, innovation and service,” said Jamie O’Rourke, general manager of Sperry. “Railway clients share common issues but are inherently unique in their operations, with widely varying internal infrastructures, cultures, track conditions, usage, standards and regulatory oversight. The Sperry approach is to customize our proprietary capabilities and best-available technologies for programs specific to each railway.”
Sperry says recent innovations have come from a range of specific customer needs to broaden strategies implemented from around the world. For example, Sperry has deployed and released its Joint Bar Crack Detection (JBCD) system for inspecting joint bars for cracks or breaks. According to Sperry, the need was highlighted by Class 1 railroads’ interest in leveraging the frequency of Sperry’s rail-flaw detection vehicle to deliver a non-disruptive, value-add solution. John Kocur, who leads Sperry’s production engineering, said “the JBCD has been deployed on our 950 Series vehicle platform. The test vehicles are upgradable with the JBCD technology. This means no additional track access time is required to complete the joint bar inspection.”
On the other end of the spectrum, Sperry says it is advancing the implementation of its nonstop testing program in North America, moving from the pilot stage of 2010 to offering full service in 2012. This is being done collaboratively with rail-flaw detection leaders of the Class 1 railroads in a series of “stakeholder meetings” allowing each railroad engineering group to review the best fit of this technology for their specific infrastructure.
“The common denominator between our Joint Bar Crack Detection and our nonstop testing innovation is more actionable management information while lessening the footprint of inspection services,” said Alastair Veitch, managing director of global engineering at Sperry, “North American railroads will continue to require reduced risk while traffic and tonnage increase. That means efficiency and expertise in the testing service are paramount.”
Sperry says its technology road map requires new products and enhancements in platforms for delivery, detection technology and software management and points out 2011 was a year of significant development in all three. In platforms, Sperry says its delivery of the new Sperry 450 Series vehicle offers a lighter-weight and more nimble rail-flaw detection vehicle to deliver its core ultrasonic, X-Fire and vision technologies. The company points out that this platform is a fit for railroads seeing the benefit from a smaller vehicle than Sperry’s 950 Series vehicle. Further down the size scale, 2011 saw the implementation and rollout of the Dual Rail Inspection System and B-SCAN Flaw Detector single rail walking stick.
In the key area of detection technology, Sperry’s efforts continue to drive towards a full review of the rail condition. The biggest challenges to full detection, notes the company, come from the surface condition of the rail and the need to inspect the steel at a high-speed. An exciting focus for Sperry is the improvement of its proprietary induction technology bringing newly modeled coverage of the rail head for detecting defects with induction as part of Sperry’s next generation Electromagnetic Rail Inspection. This technology includes Sperry’s new surface crack detection and measurement system. Sperry has initiated trials with new base-defect focused ultrasonic technology that can be targeted for areas with a high concentration of base defects. Dr. Mark Havira, who has been leading Sperry’s ultrasonic detection research and development for 10 years, commented that “the full complement of testing platforms from slow to high speed now in service by Sperry gives us the opportunity to focus detection where it is most needed. This is especially true with base defects.”
Sperry says it has made advancements in the area of software and information technology, as well. The company offers its Sperry Data Management System (SDMS), which uses the Internet with secure access to the rail-flaw detection history for each of Sperry’s North American customers and has outfitted all of its rail-flaw detection equipment with wireless technology to ensure connectivity with the vehicles and monitoring performance on a real-time basis.
The proprietary DCS.NET on-vehicle software program has been completely implemented in 2011 and manages the inspection process while updating and drawing from SDMS. Sperry notes that a powerful new component recently developed enables the chief operator on the vehicle to concurrently view prior tests to assess changes in the rail condition. Sperry points to this tool as a key reason the DCS.NET was advanced across its fleet.
Dave Corby, Sperry director of software and information technology said “these advancements are part of the Sperry Geographical Information System (SGIS) that will accurately tie locations and historical information to benefit each North American railroad, in line with their specific information technology strategy”.
Underpinning all of the above technological advancement is the ongoing development of a highly skilled workforce to operate these systems that are mission-critical to the railroads. Sperry points out its stringent classroom training for rail-flaw detection chief operators and 2011 marked the 100th graduation from the class curriculum by a Sperry employee.
“With all the technological advancements coming from fifty engineers working at Sperry, the focused training on standard operating procedures allows us to ensure we not only meet our customers’ needs in technology, but equally as important, in service,” stated O’Rourke.
The National Railroad Construction & Maintenance Association honored individuals and companies by awarding the Railroad Construction Project of the Year, Field Employee of the Year and inducting the inaugural class of the association’s Hall of Fame.
The Seattle-area Sound Transit Board of Directors adopted a 2012 budget that includes more than $700 million for new construction, as Sound Transit continues building the mass transit expansions voters approved in 2008.
Illinois will receive a total of $44,288,000 in TIGER grant funding for three Illinois projects in the Chicagoland area and Alton. The grants represent approximately eight percent of total funding available through the program.
Canadian Pacific will further develop its long train strategy in 2012. As part of CP’s previously announced 2011 capital expansion program, the company’s installation of new and extended sidings in several key regions throughout its network will allow CP to further benefit from current double digit increases in train lengths.
By the end of 2013, the railway is targeting an 11 percent increase in transcontinental train lengths by adding growing volumes into existing trains. CP currently operates intermodal trains up to 12,000 feet long, an increase of 40 percent since 2008.
"Long trains are the cornerstone of CP’s operating strategy," said CP EVP Operations Mike Franczak. "By increasing train lengths and realizing strategic long siding investments, CP is maximizing productivity and service, while reducing labor costs and increasing fuel efficiency"
CP has been designing and running long trains using locotrol technology for remote locomotive operations and TrAM, its state-of-the art train area marshaling software. TrAM’s technology ensures that in-train forces are kept within safe standards, reducing wear on track infrastructure.
The benefits of long trains include reduced fuel consumption, capital maintenance and labor savings and improved safety and efficiency. Long trains also offer important benefits to CP’s customers, as they are adaptive to traffic flows and service oriented.
The Federal Railroad Administration issued new regulations to improve conditions of rail camp cars, backing several recommendations by the Brotherhood of Maintenance of Way Employes Division of the Teamsters Rail Conference.
The sleeping and eating quarters installed in former freight rail cars or trailers will now have to comply with the rules issued by the FRA, including requirements for potable hot and cold water for bathing and washing, an increase in minimum square footage of living space per occupant, improved sanitation provisions and restrictions against locating camp cars in the immediate vicinity of switching and humping of placarded rail cars carrying hazardous materials.
The new rule can be found here: http://www.federalregister.gov/articles/2011/10/31/2011-27818/safety-and-health-requirements-related-to-camp-cars
The Brotherhood of Maintenance of Way Employes Division represents 32,000 men and women who work to maintain and build rail track and related infrastructure on freight and commuter rail lines in the United States. Founded in 1903, the Teamsters Union represents more than 1.4 million hardworking men and women in the United States, Canada and Puerto Rico.
Massachusetts Bay Transportation Authority and Bay Area Rapid Transit are both introducing energy-efficient, environmentally-friendly ways to provide power to its train stations.
Massachusetts Department of Transportation Secretary Richard Davey joined state and local officials on Oct. 25, to break ground on the Kingston Wind Turbine Program at the Kingston Layover Facility, a 100-kilowatt wind turbine that will power 65 percent of the Kingston commuter rail station’s energy supply. The $2.5 million project is funded through President Obama’s 2009 American Recovery and Reinvestment Act and builds on the Patrick-Murray Administration’s efforts to invest in transportation infrastructure and create a more energy efficient Commonwealth.
"We have made strategic investments in our clean energy infrastructure to create jobs and build a healthier commonwealth for generations to come," said Massachusetts Governor Deval Patrick. "Massachusetts is the national leader in energy efficiency and projects like the Kingston Wind Turbine will help us carry that torch well into the future."
The station’s energy supply to the parking lot, station platforms and plug–ins for locomotives will be supplied by the turbine. Also funded under the grant is a second 300-kilowatt turbine to be installed along the commuter rail tracks in Bridgewater this spring.
Due to recent advances in technology, as well as changes in the financial structure of renewable energy, wind energy is quickly becoming a more cost competitive energy source when compared to fossil fuel sources of energy. Once installed, the two wind turbines will save MBTA approximately $100,000 annually in electricity costs.
Awarded to SPS New England, the wind turbine will be constructed on a parcel of land on the north side of the commuter rail tracks between the maintenance and substation structures. Construction will begin immediately and includes, structural and mechanical support for the site preparation and foundation installation; electrical and communications support for the installation of the transformer and interconnections and the erection and commissioning of the turbine.
As for San Francisco’s Bay Area Rapid Transit, a solar energy project is taking shape at the sun-drenched Lafayette Station, the latest example of BART’s commitment to sustainability.
The BART system already has the lowest greenhouse gas emissions per passenger of any large transit system in the nation, said BART Energy Division Manager Frank Schultz.
Now, a new solar canopy system over part of Lafayette Station’s parking lot will capture the sun’s rays to help power the lights, escalators and other electrical needs inside the station.
Schultz said that other solar projects at BART’s maintenance shops in Richmond and Hayward have been successful, so it was time to move on to a project at a station.
"The solar panels will reside on the top of the canopies and provide shade for the customers when they park their cars and in addition, will generate solar power all day long," said James Lavelle, CEO of LightBeam Energy, the company managing the project. "Renewable energy provides a way for us to use the sun and wind and steam from the earth and other naturally generated electricity sources so that we don’t have to use fossil fuels and damage the environment."
Construction is underway to replace cables that have been in place since the SkyTrain’s Expo Line in Vancouver, BC, Canada, started operating 25 years ago. The new fiber optic cables will support a more efficient communications network across the entire SkyTrain system, keeping it safe and reliable for passengers.
The first phase of this project includes replacing existing cables from Waterfront Station to New Westminster Station. This phase also includes an engineering study, design and quality control and has a budget of up to $4.7 million (US$4.6 million). The Government of Canada is contributing up to $1.9 million (US$1.87 million) of the eligible costs through the Building Canada Fund and the Province of British Columbia is contributing up to $1.9 million (US$1.87 million) through the Provincial Transit Plan. TransLink is funding the remainder.
The majority of the upgrades will take place at night to avoid customer and service disruptions. The project, which will be complete by March 2012, is employing 10 highly-skilled workers.
"The fibre optic cables are the backbone of SkyTrain operations," said Fred Cummings, president of British Columbia Rapid Transit Company, which operates the SkyTrain Expo and Millennium lines. "They run the communications among staff, operate ticketing and security systems and perhaps most important, are the vital lifeline between our trains and the control center, helping maintain the trains’ on-time reliability of greater than 95 percent. Thanks to our partnership with senior governments, we are able to make the investments needed to keep the system in good repair and operational for years to come."
Detailed design work for phase 2 is also underway. During this phase, cables from New Westminster to King George Station on the Expo Line and from Columbia Station to Lougheed Town Centre on the Millennium Line will be replaced. The new cables will eventually connect with the planned Evergreen Line, ensuring the communications network across the entire SkyTrain system is integrated, efficient, reliable and safe. The upgrades will also support future faregate and Compass card operations and communications needs.
At the same time as phase 1, work will start to replace the running rails on another segment of the SkyTrain. Over the weekends of October 15-16 and 22-23, rails in the vicinity of Edmonds Station will be replaced. This will require trains to run on a single track, alternating directions, throughout the day and night and will mean delays throughout the system.
The project is part of the OnTrack program that includes a number of maintenance projects, upgrades and investments taking place along the system during SkyTrain’s 25th anniversary. Along with the fiber optic upgrade and running rail replacement, faregates are being installed to enable the Compass card system when it goes into operation in 2013 and accessibility to the system is being improved.
NJ Transit customers who travel to and from the City of Garfield on the Bergen County Line will now benefit from the recently opened, new and improved Plauderville Station, which is fully accessible to customers with disabilities and provides more convenient access to the station from the parking area.
"Construction of a new station and high-level platforms ensures full accessibility for customers with disabilities, while enhancing overall convenience for everyone who uses it," said NJ Transit Executive Director James Weinstein. "A major benefit of the new station is that the relocated platforms provide customers with immediate access from the parking area to the station."
In August 2009, the NJ Transit Board of Directors authorized a $7.9 million contract with Anselmi & DeCicco, Inc., of Maplewood, N.J., for the construction of two 450-foot high-level platforms, as well as a new heated waiting area on the inbound platform, canopies, lighting, electronic signage, closed-circuit television cameras, ramps and sidewalks.
The new platforms were built adjacent to the parking area located between Midland Avenue and Outwater Lane, south of the existing low-level platforms, providing customers with more convenient access to the station. With the opening of the new station the old station, located adjacent to Midland Avenue, closed.
Plauderville Station is the first NJ Transit facility to incorporate platforms constructed with an innovative material called Armor Deck, which is a structural polymer composite system used in place of concrete. The use of this material will result in a substantial cost savings to NJ Transit in terms of repairs and replacement over the years, as it resists corrosion and is maintenance free.
Located on the Bergen County Line, Plauderville Station serves about 400 customers on a typical weekday.
After more than a year of construction and seven years of planning, the Greater Cleveland Regional Transit Authority East 55th Street Rapid Station will officially be dedicated Tuesday, October 11, at noon. Reek havoc
The $9.4 million, ADA-accessible station is not only an icon in the Slavic Village neighborhood, but will also be as versatile as it is aesthetically pleasing. Construction called for a move to the southeast corner I-490 and East 55th St., making for a more visible landmark and providing easier access to pedestrians and vehicles.
East 55th is unique because it is one of the few stations that services the Red Line, as well the Blue and Green Lines, connecting east side and west side transit, along with linking bus-to-rail service.
The new parking lot and entrance allows buses and automobiles to drop passengers off right at the door of the station. Also new to the station is a center platform that allows convenient transfer between the Red, Blue and Green line transit without having to cross the tracks. At more than 800 feet in length, the platform was a major piece of engineering.
The modern design was selected to embrace the future of its surrounding neighborhood. The stone façade was selected to represent the many churches in the East 55th vicinity.
Public art surrounds the facility, with the structure’s purple and cement façade serving as an art form in itself. Art featured includes a mural titled "Space, Speed and Time," along with red figures that appear to move as your train arrives and departs the station.
York City Transit ‘s Metropolitan Transportation Authority continues maintenance efforts in the Steinway tunnel. MTA will begin installation of a new signal system this weekend known as CBTC (Communications Based Train Control).
This automated train control system ensures the safe operation of trains using wireless data communication that will allow for more frequent service and the use of countdown clocks in the future. Fiber optic and computer equipment will be installed on the tracks along the entire line.
This work requires service changes in October and November and will continue for several years.
In addition, October 7-10, MTA will also be doing track panel installation south of 33rd Street-Rawson Street.
Revitalization of a shortline freight railroad is spurring the creation of new jobs and business opportunities in rural Northwest Louisiana. By investing $3.3 million in new tracks, equipment and a transloading facility slated to open officially on October 5, Patriot Rail is providing cost-efficient connections for the region’s energy producers.
"Patriot is committed to improving our shortline railroads, serving our customers and strengthening local economies," said Gary Marino, president and chief executive officer of Patriot Rail.
In 2008, Patriot bought the 68-mile Louisiana &North West, which connects the Haynesville shale formation, one of the nation’s largest natural gas fields, with two national Class 1 railroads, Kansas City Southern and Union Pacific.
For the past year, Patriot has been developing the Iron Bridge Road project, a 40-acre transloading facility near I-20 in Gibsland that now makes it easy for energy producers to transfer bulk cargo from rail to trucks. The facility allows energy producers to bring in carloads of sand to be used in the natural gas extraction process and send out carloads of crushed rock for use in aggregate, concrete or cement mills.
With the opening of the new facility, Johnnie Raab, general manager, expects the L&NW’s service to quickly grow to more than 5,000 carloads in the first year of operation, with each rail car the equivalent of four trucks. Raab added, "We are negotiating for an additional 100 acres, allowing us to accommodate additional customers and design the yard for maximum efficiency."
Patriot’s private-sector investment is already creating economic activity in one of Louisiana’s most economically depressed areas. "We’ve seen a lot of excitement about the new rail project," said Charlie Andrews, who owns the Gibsland Grill Café with his wife Marsha. "We recently hosted a lunch meeting for 14 people from the electric company and our business is up in general. This project is really good for the whole area."
Raab said L&NW will be hiring new crews, maintenance workers, office personnel and security professionals, while its customers will be adding new operational positions in the Iron Bridge Road yard. "We expect to bring a substantial number of new jobs to Gibsland in the next year," he added. "That’s just the tip of the iceberg once things really get rolling."
Massive repairs on the New York Metropolitan Transportation Authority’s Port Jervis Line, at an estimated cost of $50 million, will allow train service to resume by the end of the year, according to a damage assessment presented Sept. 26, at the MTA Metro-North Railroad committee meeting.
The full pre-storm train schedule will be restored when the second track between Harriman and Suffern is finished in fall 2012.
"We are committed to restoring the Port Jervis Line as quickly as possible. It is an important part of the Metropolitan Transportation Authority’s regional network," said Metro-North Railroad President Howard Permut. "In the meantime, Metro-North has marshaled the resources of MTA Bus to provide alternative service during reconstruction and Metro-North forces are building access roads to the tracks to literally lay the groundwork for the outside contractor. NJ Transit, Leprechaun Lines and MTA Bus have all been very helpful and cooperative in this crisis," Permut said.
Metro-North will seek a contractor to rebuild the line, which was ravaged by floods during Tropical Storm Irene last month. An expedited bidding process is planned with a reconstruction contract to be awarded by October 15.
The first priority is to restore train service on one track for the four miles between Suffern and Sloatsburg, which was double tracked, and on the 10 miles between Sloatsburg and Harriman, which is a single track. This includes rebuilding the track bed sub-grade, replacing stone in the washout areas, compacting the loose stone and surfacing the right-of-way. Also critical is repair work on the bridges that carry tracks over streams and roads and rebuilding the slopes adjacent to the river.
The initial work will be performed jointly by a contractor working 24 hours a day, seven days a week and by Metro-North maintenance-of-way forces. The contract will be structured with financial incentives for early completion before the end of the year and penalties for delays in completion.
With the slopes shored up, reconstruction of the second track between Suffern and Sloatsburg, repair of the signal system and long-term bridge repairs can be undertaken. Some of this work will have to wait until spring because it can’t be done when temperatures are below freezing.
The Federal Railroad Administration awarded $82.7 million to improve high-speed and intercity passenger rail in Rhode Island, Maine, Connecticut and Vermont. The dollars will provide needed upgrades to the Northeast Corridor, Connecticut’s New Haven – Springfield line, Maine’s Downeaster route and the Vermonter service.
"These are the kinds of investments that will improve reliability and on-time performance and attract more passengers," said U.S. Transportation Secretary Ray LaHood. "We are creating jobs throughout New England, building our rails with American-made materials and growing the New England economy."
A highlight of the rail dollars includes:
Rhode Island Department of Transportation
$26.2 million for the design and construction of an electrified third track parallel to the Northeast Corridor’s mainline and a new platform for the station in Kingston, RI. The third track will permit faster trains to overtake slower trains, reducing congestion and improving on-time performance on the Northeast Corridor for Amtrak and commuter trains. Throughout the Northeast Corridor from Washington, D.C., to Boston, $1.75 billion is being invested to improve service.
Rhode Island Department of Transportation
$3 million for preliminary engineering and environmental reviews for American with Disabilities Act compliant platforms at the Providence station on the Northeast Corridor. The project also includes improved parking and pedestrian access, station repairs, potential reconfiguration of transit circulation and drop-off facilities and future tunnel improvements.
Northern New England Passenger Rail Authority (NNEPRA)
$20.8 million to alleviate congestion and reduce delays on segments of Amtrak’s Downeaster service. The project will provide critically needed double track, as well as signal and highway-rail grade crossing improvements between Wilmington and Ballardville, Mass. Aging rail will be replaced with new, continuously-welded rail between Lawrence and Bradford, Mass. The Massachusetts Bay Transportation Authority operates commuter trains on this line and on-time performance for the Downeaster has deteriorated due to bottlenecks within this area. Currently, the Downeaster operates from Boston to Portland, Maine and is expanding to Brunswick, Maine thanks to previous, federal grants totaling $38 million.
Connecticut Department of Transportation
$30 million for six miles of new double-tracks from Hartford to Windsor, Conn., which will connect with an existing siding to create a nine-mile double-tracks segment on Amtrak’s New Haven-Springfield line. In addition, a new 8,500-foot siding will be added through the Hartford Yard to better clear freight trains off Amtrak’s mainline. Together, this added capacity will substantially relieve existing congestion in the Hartford area and will support future increases in rail service. The project also includes repairs and maintenance to bridges, signal improvements and grade-crossing improvements. Connecticut previously received $40 million for double track work between New Haven and Hartford to reduce delays and improve travel time.
Vermont Agency of Transportation (VTrans)
$2.7 million for a 16-mile extension of improved signal and train control technology to enhance the safety and operation of the Amtrak Vermonter service. Additionally, upgrades to the dispatch communication system will be made to enhance its reliability. VTrans previously received $50 million for improvements to the 190 miles of track between St. Albans and Vernon, Vt., servicing the Vermonter. The collective improvements will result in increased speeds, reduced travel time and greater reliability.
The Maryland Department of Transportation received $22 million from the U.S. Department of Transportation to complete preliminary engineering and environmental work for replacement and expansion of the Susquehanna River Bridge on Amtrak’s Northeast Corridor that stretches from Boston, Mass., to Washington, D.C.
The 105 year-old Susquehanna River Bridge is a major rail chokepoint for passengers traveling along the NEC and requires significant and constant maintenance. Replacement and expansion of the bridge is a key component to the region’s long-term plans to drastically expand capacity and improve reliability and on-time performance for high-speed and regional trains.
The NEC is Amtrak’s most heavily traveled route, servicing both the high-speed Acela and Northeast Regional services and carried more than 10 million passengers in 2010 with an expected increase of approximately six percent in 2011. Last month, the U.S. Department of Transportation announced the NEC received $449.94 million to upgrade electrical systems and tracks between Trenton, N.J. and New York City, with an initial increase in top operating speeds up to 160 mph and future maximum speeds of 186 mph. Another $294.78 million for New York’s Harold interlocking, will alleviate major delays for trains coming in and out of Manhattan with new routes that allow Amtrak trains to bypass the busiest passenger rail junction in the nation.
A ceremonial groundbreaking was held Sept. 12 by Los Angeles County Metropolitan Transportation Authority in Santa Monica, Calif., for the second phase of the Expo Line light-rail project.
The 6.6-mile second phase, with a budget of about $1.5 billion, will connect Culver City and Santa Monica, Calif., mostly via the old right-of-way that runs along Exposition Boulevard. The budget includes several significant bridges for the train over busy streets, including Sepulveda Boulevard, as well as a maintenance yard and new rail cars.
The Source, a publication of the LACMTA, stated that the first phase of the Expo Line from downtown Los Angeles to Culver City is nearing completion and train and track testing has been underway since spring. No formal date for the opening of that line has been set.
The second phase of the Expo Line between downtown Los Angeles and downtown Santa Monica, Calif., is expected to open in 2015.
The second phase of the Expo Line is funded mostly by the Measure R half-cent sales tax increase approved by Los Angeles County voters in 2008.
Axion International Holdings, Inc., launched EcoTraxTM, a new Axion brand name for its existing composite railroad ties, which have gone through extensive proof-of-concept testing over the past 12 years and are now being sold in many domestic and international markets throughout the railroad tie industry.
Utilizing Axion’s technology, EcoTraxTM is said to be easy to install at the track site using traditional wood tie equipment. Since the ties are designed using 100 percent recycled plastic and plastic composites, the ties are longer lasting, environmentally friendly, and are said to be ideal for harsh climates and weather conditions.
"The launch of the EcoTraxTM brand is a huge milestone for Axion as we strive to become the market leader in the composite rail tie business," said Steve Silverman, Axion’s president and CEO. "What many do not realize, is that our patented technology has been used to manufacture and install railroad ties with many customers around the globe over the last 12 years. Additionally, the products have been tested extensively with customers and at the test track in Pueblo, Colo., with over 1.85 million gross tons of freight traffic recorded. It is safe to say this product is well proven and well tested. All great products have a brand name and the time has come to give our great product a name."
Jim Kerstein, Axion’s chief technology officer, added, "The number one compliment you can receive for your product is when a customer re-orders. Even within the limited time we have been actively marketing our rail products, we have seen customers re-order our railroad ties on a consistent basis. When customers need an eco-friendly product that performs well in weather challenged areas and will reduce maintenance time and costs, we want them to call on EcoTraxTM."
Axion’s EcoTraxTM contains no toxic materials. It is impervious to insect infestation, will not leach toxic chemicals nor warp. EcoTraxTM is completely recyclable at the end of its functional life.
Lake Superior and Ishpeming Railroad Company in Michigan has extended its maintenance and support agreement with RailComm for its computerized Centralized Traffic Control and Track Warrant Control System.RailComm’s Domain Operations Controller dark territory train control system has been in service since 2005.
The DOC software-based control system is an advanced command, control, communications and information server-based platform that supports a wide variety of integrated solutions for indication, control, access and distribution of critical operational data across the corporate enterprise.
The Santa Clara Valley Transportation Authority’s Board of Directors voted Thursday, September 1, 2011, to authorize VTA to execute a $22.14 million contract with Gordon N. Ball, Inc., for the construction of the Kato Road Grade Separation in Fremont, Calif. The roadway project is a joint effort between the City of Fremont and VTA to separate Kato Road from Union Pacific tracks. Once the project is completed, Kato Road will pass underneath UP tracks and future BART tracks.
The bid from Gordon N. Ball, Inc., is 19 percent below the engineer’s estimate. The contract is funded by 2000 Measure A and Proposition 1B Highway-Railroad Crossing Safety Account.
"This grade separation will both enable frequent BART service in the future and reduce congestion in the area that has previously been caused by freight movements," said VTA Board Chairperson Margaret Abe-Koga.
Under a VTA Board authorized Project Implementation Agreement with the City of Fremont in 2008, VTA is responsible for the design and construction of the Kato Road Grade Separation Project and the City of Fremont is the lead agency for the environmental clearance and right of way acquisition.
"In addition to decreasing vehicle emissions and commute times, our partnership with VTA enhances safety by separating the freight and future BART traffic from pedestrian and auto traffic," said Fremont Public Works Director Jim Pierson.
The project work includes construction of a steel UP bridge, a cast-in-place reinforced concrete maintenance bridge and reinforced concrete BART Bridge spanning over Kato Road. The BART bridge structure is essential to allow the Silicon Valley Berryessa Extension contractor access along the corridor over the depressed Kato Road. The grade separation activities also involve relocation of sanitary sewer facilities, installation of a pump station, removal and replacement of impacted landscape, trees and irrigation and construction of traffic improvements at the intersection of North Milpitas Boulevard and Dixon Landing Road.
Construction is scheduled to begin in October with substantial completion by spring 2013. Kato Road will be closed for up to nine months during this period.
Kansas City Southern executives boarded the Southern Belle business train for an inspection trip from Shreveport, La. north to Kansas City, Mo. and east to East St. Louis, Ill. The objective was to inspect the maintenance-of-way activity that has taken place on these lines over the past three years. This year, KCS is upgrading 30 miles of track between Shreveport and Kansas City and four miles between Kansas City and East St. Louis.
"It’s gratifying to see that our diligent planning, coordination and execution of maintenance-of-way activities over the past three years has resulted in a more durable and sustainable railroad," said executive vice president operations Dave Ebbrecht. "Trips like this help us set priorities for future maintenance activity."
Senior Vice President and Chief Engineer John Jacobsen concurred, saying, "We’ve increased the number of ties replaced per mile. We’re cleaning up the bridges and crossings and replacing curve worn rail and our efforts are paying off. The track is solid and easier to maintain."
Jacobsen added that the current state of KCS’ rail infrastructure is a testament to the teamwork invested by the engineering and transportation team in planning, coordination and execution.
"Our production gangs are right on schedule for this year. Next year we’ll complete the Heavener Subdivision and start on the Shreveport Subdivision," said Jacobsen. "This inspection trip solidified that what we’re doing is working."
The inspection trip included transportation and engineering team members from various territories. Ebbrecht commented that he was pleased with the professionalism and coordination of the team they met along the way.
