transportation technology center, inc. 55500 dot road | pueblo,...

Transportation Technology Center, Inc.

55500 DOT Road | Pueblo, CO 81001 USA

(719) 584-0750 | www.aar.com

TTCI is a wholly owned subsidiary of the Association of American Railroads.

TRANSPORTATION TECHNOLOGY CENTER, INC.

2016A N N U A L R E P O R T

2016

Photo credits:This year, we asked our employees to contribute some of their own photography from their daily work lives, and we’re featuring their work throughout these pages. Many thanks to Team TTCI — your pride in your work and in your company shine through every photo.

To be the provider of choice for advancing railway safety and technology.

Mission & Values

Vision

We provide our customers with highly effective and efficient railway research, testing, training, and technical support. In doing so, we stand by the following guiding principles:

Photo by: JEAN PARKER | Administrative Specialist, SERTC

• We believe that integrity and respect are at the core of everything we do.

• We never sacrifice safety or quality — ever.

• We encourage personal growth, cultivate positive teams, and foster a family spirit.

TTCI Board of Directors

TRANSPORTATION TECHNOLOGY CENTERThe Federal Railroad Administration (FRA) is committed to partnering with Transportation Technology Center, Inc. to maintain and improve the facilities at the Transportation Technology Center (TTC) in Pueblo, Colorado, and to enhance the use of those facilities for transportation research, development, security, training, and test activities. FRA encourages broad use of TTC facilities by other government agencies and the private sector.

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MICHAEL CORY | Executive VP & Chief Operating Officer, Canadian National Railway Company

DAVID FREEMAN | Executive VP – Operations, BNSF Railway

EDWARD HAMBERGER | President & Chief Executive Officer, Association of American Railroads

CHRISTOPHER LIUCCI | Chief Accounting Officer & Global Controller, Genesee & Wyoming Inc.

SCOTT MACDONALD | Senior VP – Operations (System), Canadian Pacific Railway

DONALD ORSENO | Executive Director & Chief Executive Officer, Metra

CINDY SANBORN | Executive VP & Chief Operating Officer, CSX Transportation, Inc.

CAMERON SCOTT | Executive VP – Operations, Union Pacific Railroad

THOMAS SIMPSON | President – Washington, Railway Supply Institute

JEFFREY SONGER, SR. | Senior VP – Engineering & Chief Transportation Officer, Kansas City Southern

LISA STABLER | President, Transportation Technology Center, Inc.

DJ STADTLER | Exec. VP Operations & Chief Operations Officer, National Railroad Passenger Corp. (Amtrak)

MIKE WHEELER | Executive VP & Chief Operating Officer, Norfolk Southern Corporation

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From left:

SEMIH KALAY | Sr. Vice President Technology

FIRDAUSI IRANI | Vice President Business Development

DAVID MEEKS | CFO, Treasurer, and VP Business Services

LISA STABLER | President

KENNETH LAINE | Vice President Engineering Services

MICHAEL SHERER | Vice President Operations

TTCI Executive Team

In my travels around the globe, I am always struck by the unique nature of the Transportation Technology Center, or TTC, our home in Pueblo, Colorado. Other places have impressive laboratories and test tracks. Other places support training. Other places have loyal employees. But, no place on earth can offer the unique range of testing and training facilities. And staffed through Transportation Technology Center, Inc. (TTCI), a potent concentration of engineering and industry experts work alongside dedicated support personnel — all focused on serving the railway industry with safe, effective, and efficient railway research, testing, training, and technical support.

With 48 miles of revenue service-like track, we can support both diesel and electric locomotives at speeds of up to 165 mph, and our high tonnage testing has generated over 4 billion tons of traffic. We have a world-class hazmat training center that provides emergency responders a safe place to learn. And we have one-of-a-kind test laboratories that can evaluate vehicle loading and a lifetime of fatigue in weeks or months. Our impact wall gives us the ability to determine real-world vehicle responses to various energy management scenarios, and we have a fully functioning Positive Train Control test bed for both freight and passenger traffic. And finally, our cutting edge testing tools help us understand wheel-rail interface. These facilities are impressive when considered singularly. Together, they represent the best single set of physical tools for railroad research, testing, and training in the world.

And TTCI doesn’t just use physical tests for research. We have an extensive range of computer models; many of which were developed based on our groundbreaking research. Proprietary models like NUCARS®, which focuses on the dynamic interaction between railway vehicles and track; TOES™; and STARCO™ are used to model vehicle response to in-train forces that allow us to predict braking system response and stopping distances. All of the work performed over the years in wheel and rail research have been used to develop programs that can help railroad field forces with the design and maintenance of rolling stock, track, and track structures. These programs include Performance Based Track Geometry (PBTG™), Wheel/Rail Contact Inspection System (WRCIS™), and the Railway Track Life-Cycle Model (RTLM™). The goal of computer modeling is to achieve real world results without the physical test. To this end, TTCI researchers use state of the art labs and facilities to gather data to validate and modify our computer models. The research that we perform for the industry is subsequently captured in updated computer models for use by our owners and customers.

It takes a great team to make use of these tools, and TTCI has the best team anywhere. Our team’s vast knowledge base helps us perform strategic research for the industry, as well as serve our commercial customers. Along with amazing test support and business personnel, Team TTCI includes many world-renowned experts in rolling stock design, track, ties, fasteners, ballast, subsurface structure, non-destructive testing, finite element

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A Message from Our President

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modeling, vehicle dynamics, and communications and train control with emphasis on positive train control.

All of these tools generate vast amounts of data which TTCI uses, along with North American detector data, to serve the industry. The InteRRIS® database currently houses over 2 terabytes of information spanning over 15 years. Our research team is knowledgeable and skilled in taking Big Data and generating information that can be essential to maintenance decision-making.

TTCI’s vision is to be the provider of choice in advancing railroad safety and technology. We are here to help. And we hope we can help you.

Photo by: DINGQING LI | Exec. Dir., Sr. Scientist

Sunset at the western megasite - Oglala, NB.

LISA A. STABLER | President

TTCI Study Shows High Impact Wheels Have a

Minimal Effect on Rail Failure

A railroad wheel with a surface defect on the tread is known as a High Impact Wheel, or HIW. Impact loads can damage the rail, track structure, and rolling stock. Consequently, HIWs can be a major cost factor in railroad operation. In a 2016 study funded by the AAR, TTCI sought to determine the effects of HIW on rail failure. Stress analyses of rail sections, supported by data collected from on-site and service tests, concluded that HIW have little or no influence on rail fracture from a transverse defect (TD) in the railhead.

TTCI found the magnitude and frequency of rail stresses due to HIW loads sufficiently low as to not significantly decrease rail fatigue life, or initiate fracture in a rail that was defect-free.

The test data and fracture mechanics analyses was then used to investigate the fracture of a rail from a TD under an HIW load. Illustrated in Figure 1a, fracture is possible in the reverse bending mode when the region around

the TD is in tension. Significantly, test results showed that stresses in reverse bending reached a maximum under wheel loads of approximately 40,000 pounds.

Figure 1b shows that the dynamic bending stresses under direct loading at the point of impact (resulting in compression in the railhead) are attenuated by the time the rail is in reverse bending approximately two feet from the point of impact. Consequently, it was concluded that:• A transverse defect in the

railhead “sees” a HIW load as it “sees” a static wheel load.

• Assumptions used in the fracture mechanics model (a continuous beam on elastic foundations) and the track models used in the finite element model (FEA Global and sub-model results in Figure 1a) over-predict the reverse bending “seen” by the rail and need review.

Notwithstanding the over-prediction of the reverse bending stresses by both fracture mechanics

approaches, the influence of HIW on rail fracture from TD was found by both the FEA simulation and the fracture mechanics model (RailGrow) to be limited (Figures 2 a & b).

Consequently, HIW have little or no influence on fracture from transverse defects (TD) in the railhead.*

TTCI’s work continues under the AAR’s Strategic Research Initiatives program to establish science-based guidelines for enhanced rail fracture resistance, with consideration to service conditions (wheel loads, track modulus/standard, thermal stresses, residual rail stresses) and rail conditions (pre-existing defects, rail materials, and inspection capabilities).

*The effect of high impact wheels on

fracture from defects in the rail base

under extreme cold (Arctic) conditions

will be quantified in 2017.

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HARRY TOURNAY | Sr. Scientist II

2016 HIGHLIGHTS

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Photo by:DUANE OTTER | Principal Investigator II

Cold weather testing for the effects of

high impact wheels. Calrin, Manitoba

on CN, Feb. 2016.

Figure 1a - Measured stresses in the rail under indirect loading as a function of HIW load.

Figure 1b - Time history of measured stresses under an HIW load showing attenuation of the bending stresses (and bending moment) in the rail two feet away from the point of impact.

Figure 2a - Crack tip energy (propensity of failure) versus HIW load compared with fracture toughness.

Figure 2b - Critical crack size predicted by RailGrow.

In-Motion Wheel Defect Detection Now a Reality in U.S.

Right now, there are over 1.6 million freight cars and 26,000 locomotives in use on North America’s railroads1 and ensuring wheel structural integrity is of the utmost importance to the railroads and their customers. The safety and economic impacts of wheel integrity on railroad operation are significant — each year, an estimated 582,000 wheelsets are replaced in Class I railroads due to tread-related damage in wheels.2

Accurately detecting and identifying wheels for removal is essential. And automated systems that can perform wheel inspection for flaw detection and characterization on moving trains would be the least disruptive to operations and present the most advantage to the railroads.

Tests on Tycho Information Technology Company’s ultrasonic Automated Cracked Wheel Detector System (ACWDS) has shown the system’s capabilities to achieve this goal by providing faster, more reliable inspections along with greater through-put and more frequent inspection of wheels compared to existing robotic cracked wheel detectors.

TTCI completed its evaluation of the Tycho system at TTC in the summer of 2016. This technology has become popular in China for checking the integrity of high speed train wheels. Building on the work started in 2012, Tycho completed the upgrades needed to harden the system for the North American freight environment. TTCI performed validation testing and demonstrated reliable detection of

MATTHEW WITTE| ScientistANISH POUDEL | Principal Investigator NDT

SEMIH KALAY, | Sr. VP Technology

2016 HIGHLIGHTS

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vertical split rim and shattered rim wheel defects at speeds up to 15 mph.

With this technology, broken wheel failures may become a thing of the past. WILD and hot bearing detectors have eliminated a very high percentage of wheel and bearing failures, but defects that form from microscopic defects within the wheel may not alarm the WILD. Wheel material can fatigue and cause cracks below the surface of the material. The rows of ultrasonic probes on the Tycho detector are very well-suited for finding these internal cracks, but internal delaminations are only one step in wheel life cycle fatigue. If they grow inward, they can lead to vertical split rim or shattered rim failure; if they grow outward, they become shells. Wheels with shells

had been a challenge for the Tycho technology. Surface roughness disrupts the inspection by interrupting the coupling between the probe and the tread. This resulted in missed critical defects because of surface condition. This problem was solved this year with the addition of machine vision cameras that inspect the tread of every wheel. This new capability identifies wheels that are condemnable by surface condition while assuring the internal inspection of wheels that are not. The result is more reliable detection of wheels with critical defects.

Cross section of a wheel with vertical split rim defect detected by Tycho ACWDS.

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1 Poudel, et al. Oct. 2016. “Cracked Wheel Characterization Using Automated Crack Wheel Detector System (ACWDS).” Proc. 75th ASNT Annual Conf., Long Beach, CA.

2 Cummings, S. June 2012. “Wheel Failure is not an Option.” Railway Age. Vol. 213, No. 6.

Photo by:PAUL ALHADEF| Web Developer

Tycho’s water-based ultrasonic coupling system.

TTCI Develops Performance-based Track Geometry System for DOT-111 Loaded Tank Cars

TTCI worked with member railroads in 2016 conducting revenue service tests to investigate how track geometry and operating speeds affect DOT-111 loaded tank car dynamic performance; particularly when track geometry included various combinations of deviations. TTCI also worked with member roads to develop a new Performance-based Track Geometry ( PBTG™) model for loaded tank car using real world data, deployable with the real-time PBTG™ system and the PBTG™ office system.

The PBTG™ is a track inspection technology that relates track geometry and operating speeds to vehicle dynamic performance. It reveals vehicle/track relationships and identifies track locations that are likely to generate adverse dynamic response. It also provides track maintenance recommendations in order to reduce the risk of derailment. The PBTG™ system output consists of predicted vehicle response, track deviations, recommended track maintenance, and slow order speeds.

TTCI, BNSF Railway, Canadian National Railway, and Trinity Rail joined efforts to conduct revenue service tests on selected crude oil routes over a five-week period. Vehicle dynamic response and track geometry data were simultaneously collected and documented over more than 3,700 miles of track tested. After test, distance-based track geometry measurements and time-based tank car response were processed and synchronized using a TTCI-developed computer utility with GPS mapping features that handles large datasets from various measuring systems.

The tank car dynamic response to a wide range of track and operating conditions was found to be generally within prescribed performance limits and did not differ from the dynamic response of other vehicle types.

Using the revenue service test data, TTCI developed a PBTG™ model for the DOT-111 loaded tank car and integrated it with the current PBTG™library that already includes models for the empty tank car, empty boxcar, and loaded gondola car.

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ABE MEDDAH | Sr. Engineer II

2016 HIGHLIGHTS

Photo by:ABE MEDDAH | Sr. Engineer II

Loaded tank car test in revenue service

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Alternative Wheel Profile AAR-2A Debuts in 2016

In September 2016, the AAR instituted the AAR-2A wheel profile as an alternate standard for use by wheel shops when re-profiling wheels. TTCI designed, modeled, and tested the AAR-2A wheel profile as part of AAR’s Strategic Research Initiatives program. The AAR has declared an intention to eliminate the current standard AAR-1B profile on January 1, 2019 for use in wheel shops — especially in various combinations of deviations. Acceptance of the AAR-2A wheel profile for use on new wheels is still under consideration by AAR.

Cross-sectional profiles of wheels and rails have a critical influence on the contact stresses that drive wear and fatigue, the steering forces generated in curves, and the speed at which vehicles remain stable. The wheel profile can deviate substantially over the course of a wheel’s life if the original profile is strongly non-conformal with typical rail profiles. The AAR-2A maintains the same flange root shape throughout its life; unlike the AAR-1B, which experiences a high rate of wear early in its life.

Compared to wheels with the AAR-1B wheel profile, modeling and revenue service testing of wheels with the AAR-2A profile shows benefits in terms of wear rates and wear patterns, gage-spreading forces, and in one case, early-life wheel survival rates. Wayside data shows similar high speed stability values far below the AAR criteria for the AAR-2A and AAR-1B wheels in revenue service tests. In the larger eastern U.S. service testing, about 140,000 miles have accumulated on 150 cars — 75 of which were initially equipped with the AAR-2A wheel profile. Wear rates show positive results for the AAR-2A wheels including a 39 percent reduction in wheel tread wear based on the flange height readings. Survival data shows a statistical benefit for AAR-2A wheels between 100,000 and 140,000 miles.

SCOTT CUMMINGS | Scientist

The new AAR-2A wheel profile.

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Debut of Siemens Charger Locomotive TTCI was honored to assist Siemens in qualifying the new SC-44 Charger locomotive. The new diesel-electric locomotive has been put through a rigorous testing program at TTC, including validation exercises such as maximum speed runs, acceleration and braking; and tests of the overall performance capabilities of the locomotive. This thorough evaluation helped to ensure the Charger is operating and performing as designed and that the locomotive is ready to provide reliable service for passengers.

Designed to operate at speeds up to 125 mph, the Charger is powered by a high-performance, environmentally friendly, 4,400-horsepower rated Cummins QSK95 diesel engine. The new locomotive made its debut to the media on August 9th at TTC and we were proud to be a part of the event.

Photo by:JEAN PARKER | Administrative Specialist, SERTC

Siemens executives and customers react as the new Siemens 125 mph Charger locomotive streaks by on the TTC track.

Effects of Shorter Car on Bridge Spans

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2016 HIGHLIGHTS

Lighter Bridge Spans in Revenue Service and the Effects of Shorter Cars on Bridge Spans

TTCI is monitoring two recent revenue service installations of the innovative new bridge technology known as Hybrid Composite Beam (HCB) bridge spans.

An HCB span consists of a concrete arch section with steel tension ties and steel shear ties, sealed in a weather-resistant fiberglass enclosure. It has a

concrete deck. It is prefabricated and can be installed similarly to a pre-cast concrete span. Because of its lighter weight, it can be used for longer spans; whereas, a typical concrete span might exceed crane lifting capacity. After successful testing at on site at FAST, BNSF Railway, and Canadian Pacific have installed HCB

spans on lines carrying significant unit train traffic. TTCI is measuring bridge responses on each span as part of an effort to document the long-term performance of the HCB for railroad applications. Initial results show both spans performing as intended.

Effects of Shorter Car on Bridge Spans

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DUANE OTTER | Principal Investigator II

Photo courtesy of Canadian Pacific Railway.

With the large increase in bulk commodity shipments in short cars in recent years, TTCI has also investigated the effects of short cars on bridges and other infrastructure.

Tests were conducted on two Union Pacific steel truss spans and a BNSF Railway steel girder span near Pueblo, Colorado. Traffic on the

spans included cement trains with 42-foot cars; rock trains with 43-foot cars; and coal trains with 53-foot, rotary dump cars.

The 42-foot short cars were found to produce stresses up to about 30 percent higher, as compared to the stresses under typical rotary dump coal cars. These higher stresses

were measured in the primary members that control the load capacity of the spans.

Guidelines recommended include checking bridge capacity for spans with lengths greater than 80 feet on lines where multiple-car blocks of short cars are likely to operate.

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COMPOSITE TIES Research continues on the performance of engineered polymer composite (EPC) ties as a potential alternative to creosote-treated wood ties. EPC ties, made primarily of recycled plastic, resist rot and decay, but have exhibited inconsistent performance. EPC ties are being evaluated as one-for-one alternatives to wood ties in applications where wood ties deteriorate quicker, such as the southeastern U.S. where hot, humid climates can hasten decay in traditional ties. EPC tie properties are being studied to understand their effect on track performance and safety. TTCI’s comprehensive approach to this research includes laboratory testing of component properties, in-track testing at FAST and in Class I revenue service, as well as analytical modeling using finite element analysis and TTCI’s NUCARS® model. TTCI is working closely with AAR member railroads, the FRA, suppliers, and AREMA Committee 30-Ties to implement findings in the form of improved best practices and testing guidelines.

AIR BRAKESThe TTC Air Brake Laboratory saw extensive use in 2016 in support of the AAR Strategic Research Initiatives project on brake research. Using the 150-car air brake rack, TTCI was able to demonstrate that brake control valves equipped with a brake cylinder pressure maintaining feature can maintain brake cylinder pressure with leakage rates as high as 5 psi per minute under a variety of conditions with no apparent negative consequences on the brake system performance. A separation force machine and a 3D laser scanner were used to quantify end hose coupling dimensions and separation forces of new hoses, typical used hoses, and hoses that experienced an undesired separation while in service. Testing is underway of brake control valves removed from cars that are suspected to have caused multiple undesired emergency brake applications. These valves are being subjected to transient brake pipe pressure fluctuations at room temperature and in the cold room to determine their stability.

RAIL WELD LIFE EXTENSIONTTCI’s welding research team had a successful year in 2016. Work continued with several ongoing rail welding experiments and new test welds were installed both on site at FAST and in revenue service. Ongoing work included performance monitoring of thermite head repair welds in revenue service. In addition, the team continued to collect and process data from tests of running surface treatments aimed at improving the durability of weld heat affected zones. In the fall, new test welds were installed in revenue service that include both an improved alloy for the head portion of the weld and a running surface treatment for the heat affected zone. A new thermite weld technology that uses an improved alloy over the full rail cross section was installed in the High Tonnage Loop (HTL) at FAST.

PREMIUM RAIL STEELS Safety and operational costs can be compromised by rail failures. To address industry concerns, TTCI is evaluating premium rails for rolling contact fatigue (RCF) damage, wear, and fatigue related failures. Current testing began in 2014 when six premium rail types were installed in a non-lubricated, 1,000-foot long, 5-degree curve with 4 inches of superelevation. Rails from six suppliers were cut into 40-foot lengths and were installed in interspersed segments throughout the curve. The RCF assessment employs a subjective visual assessment and non-destructive testing method. Rail profiles are measured periodically with the recent measurements taken at 384 MGT. The differences between rails are relatively small at this point, and total area loss includes one corrective rail grind. Thus far, there have been no fatigue-related rail breaks or rail shells in the test section.

RESEARCH & TESTING AT TTC

Photo by:CASEY MRAOVICH | Locomotive Engineer

Track worker John Duran cutting rail in the rain.

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SERVING THE INDUSTRY AT HOME AND ABROAD

Fiber Optic Acoustic Rail Break Detection Shows Promise

TTCI is exploring value-added operations that can connect the unique capabilities of unmanned aerial vehicles, also known as drones, with the analytical power of big data. The very nature of these remotely controlled drones offers a significant advantage in terms of safety, precision, and accessibility over manual inspections and data collection. This makes their use in a field environment highly desirable in today’s railroad operations.

The ability of drones to capture large amounts of data, in combination with the expansive testing facility at TTC, creates an ideal environment in which the technology can be pushed into high-gear for the rail industry. In 2016, TTCI realized opportunities to explore the use of drones for derailment investigation and emergency response situations. As we move into 2017, TTCI will continue to explore opportunities to use drone-based data to alter how the rail industry gathers data and to provide the back-end analytics to improve safety, reduce costs, and provide real-time asset information to railways across the globe.

Big Data Analytics Complemented by Drone Technology

Fiber Optic Acoustic Detection (FOAD) is a relatively new technology introduced to the North American freight railroads in late 2011 when CSX Corporation funded a proof-of-concept test at TTC. The test showed promising results in terms of the technology’s capability to detect many types of wheel and rail defects, as well as provide a means of train tracking. FOAD detection capabilities have the potential to enhance railroad safety and increase rail traffic density as compared to conventional systems in use today.

Since the technology was introduced, there has been a continued interest from the railroads as well as the FRA and AAR. In the last six years, both CSX and the FRA have funded several FOAD test programs and have built testbeds

at FAST. This research has yielded valuable data allowing FOAD suppliers to continue to improve system capabilities. TTCI’s ongoing collaboration with the FRA, railroads, and FOAD vendors in 2016 has furthered the technology with a focus on rail break detection. The majority of this testing has taken place at FAST using a heavily loaded train on the High Tonnage Loop. The data collected here is being used to further this technology for use in a rail break detection system.

In addition, the AAR, with participation from the North American freight and passenger railroads, vendors, and fiber optic suppliers have formed a FOAD Task Force with a mission of identifying possible technology applications of the railroads and guiding future application development strategies. To date, the Task Force has identified the top potential railroad FOAD applications, along with a draft FOAD fiber cable installation guideline document and a FOAD Interface Control Document. Future work will continue with the FOAD Task Force to assist in guiding this technology to best meet the needs of the North American freight railroads.

MATT HOLCOMB | Sr. Engineer

KARI GONZALES | Director, Strategic Planning & Business Services

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A track manager’s responsibilities often include decisions on track substructure repair, construction, and maintenance for their respective railroad. But managers may not be trained to recognize geotechnical issues or be familiar with remediation of the unique problems that can arise in the track substructure.

TTCI has developed the Track Substructure Management System (TSMS) — a computer- and mobile platform-based document that provides background information, guidelines, and recommendations for managing localized track substructure problems. The TSMS addresses fundamental geotechnical practices and concepts, as well as standard railroad industry practices related to track substructure.

The TSMS is organized in two parts: Substructure Basics and Inspection and Remediation. Although the TSMS material is technical in nature, it is presented in a straightforward manner using photos and diagrams to augment the verbiage. The TSMS was released to AAR member railroad managers in 2015 -2016 for their evaluation and use, and for training purposes.

Since 2012, the AAR and TTCI have worked with the Natural Gas Fuel Tender Technical Advisory Group (NGFT TAG) to develop interoperable standards for natural gas fuel tenders to support the use of natural gas (methane) and other alternative fuels. The TAG, made up of railroad, AAR/TTCI, and FRA representatives, as well as Pipeline and Hazardous Materials Safety Administration (PHMSA) observer-participants, is addressing six key areas: safety, crashworthiness and environmental protection; tender design construction, and dynamic performance; tender-to-locomotive connections; tender-to-refueling infrastructure; tender interoperability and interchangeability; and maintainability.

A draft of the standard was issued December 2016 and the TAG is now addressing nearly 400 industry comments. Next steps will include another Town Hall Meeting and a second comment period.

New Standard in Development for Interoperable Fuel Tenders

Online System helps Track Managers Address Substructure Issues

Photo by: FORREST WIEDER | General Manager, SERTC

Photo by: DAN GOWIN | Covenant Security

Photo by: MIKE MCHENRY | Sr. Engineer II

The AAR’s strategic research program, conducted by TTCI, maintains a modest but proactive level of coordination with researchers and their organizations worldwide. TTCI’s engineering and research staff participates directly in the management and setting of agendas for technical professional associations such as the International Heavy Haul Association (IHHA), the International Wheelset Congress, and the World Congress on Railway Research (WCRR). TTCI also provides leadership in preparing heavy haul best practice books; having recently participated in the development and publication of both track and vehicle/track system issues books.

As part of this program, TTCI participated in the 11th World Congress on Railway Research held on May 29 through June 2 in Milan, Italy. The theme of the Congress was research and innovation from today toward 2050. More than 1,100 delegates, including exhibitors from 36 countries participated in the conference. The next meeting will be held in 2019 in Tokyo, Japan. In addition, TTCI also participated in the 18th International Wheelset Congress held on November 7 through 11 in Chengdu, China.

TTCI Scientist Scott Cummings, received a Best Paper award in the Rolling Stock category in Milan. Fellow Scientist, Matthew Witte, received a Best Paper award with his Automated Wheel Inspection paper in Chengdu.

In a head-to-head comparison with a competitor, TTCI was selected to implement its Trackside Acoustic Detection System (TADS®) in Germany. After an acknowledgment

from German Railways, TTCI installed two systems — one in Cologne and one in Biblis — that are monitoring wheel roller bearing condition on high speed trains in regular service. TTCI can now provide real-time data to the German Railways via a web-based database, which will help to improve the bearing maintenance planning process and lower the risk of requiring train stops. TADS® bearing defect information includes the location of the defect, as well as defect types and degree of severity.

TTCI is supported in this success by Voestalpine Signaling Siershahn, who will maintain the equipment via service agreements. Further, the customer has signed a contract with German Railways-

Deatsche Bundesbahn to supply a total of 10 systems over the next five years to get appropriate coverage for the fleet of passenger trains throughout Germany.

TTCI has built on the success of TADS® in other parts of the globe such as the United States, Canada, China, United Kingdom, Australia, and South Africa and hopes to introduce the technology in other countries in Europe.

German Railways Taps TTCI for TADS®

AAR Cooperative Research Update

TADS® system installed in Cologne, Germany.

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Scott CummingsBest Paper, Rolling Stock

Matthew Witte, PhDBest Paper, Automated

Wheel Inspection

Often, the best way to understand your customer is to put yourself in their shoes. Since 2011, TTCI has been doing just that through its Railroad Exchange Program. Each year, under TTCI sponsorship and member railroad support, selected TTCI employees are given the opportunity to relocate to a sponsoring railroad’s facility and work side by side with them as a visiting professional — essentially becoming a “railroad employee” for up to a year. To date, BNSF, NS, UP, CSX, and CN have all graciously availed themselves to adopt our potential future leaders of TTCI (and, perhaps, future leaders of the railway industry) and allow them to gain valuable insight from the inside about how railroads operate.

Our 2016 candidate, Devin Sammon, Senior Engineer, had the great opportunity of joining CN’s Mechanical division in Chicago, Illinois. His projects included studying equipment to measure track components; interacting with CN’s service design group in Edmonton, Alberta; and visiting with potential suppliers on CN’s behalf.

Through his experience, Devin has gained a new appreciation for the day-to-day demands and challenges that railroads face. And he will tell you that interacting with CN personnel was the highlight of his experience.

“Each person I met at CN added something unique and special to my time there,” he noted, “and I hope to keep those relationships for years to come.”

As importantly, Devin was able to contribute to his host company’s goals as well — and TTCI management was assured that the program goal of “making it difficult for the host railroad to give the candidate back after a year” was clearly met.

TTCI continues to see great value from this program and will continue its sponsorship for 2017. Charity Ketchum, Principal Investigator for the Vehicle/Track Interaction Engineering group, will be the next member of Team TTCI to participate, joining the BNSF Systems Maintenance and Standards Group in Fort Worth, Texas for the year.

TTCI Railroad Exchange Program Continues with Canadian National

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KENNETH LAINE | VP-Engineering Services

Top: Devin Sammon poses near a locomotive engine at CN’s diesel shop in Edmonton.

Bottom: Devin (middle) with members of CN Chicago staff.

New SERTC Courses Bring Emerging Technology to Hazardous Materials Emergency Response

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TTCI’s Security and Emergency Response Training Center (SERTC) has added a new program that brings small unmanned aerial systems (sUAS) technology to the frontline of its curriculum. As part of TTCI’s mission to advance railway safety, technology, and training, we recognize that sUAS (also known as drones) are a rapidly advancing technology with many potential applications for the railroad industry and other modes of surface transportation. The use of drones reduces exposure to emergency responders by enabling placement of detection and monitoring devices in areas that are unsafe or inaccessible for personnel.

In 2016, TTCI received an exemption under FAA Section 333 for operation of sUAS for demonstration of capabilities

related to the inspection of track, bridges, and other structures; as well as incident assessment.

TTCI has been operating its drones under the new FAA sUAS Rule (Part 107) since August 2016. In concert with this new capability, SERTC has introduced a new curriculum: Managing Unmanned Aerial Systems for Emergency Response (MUASER), offering three programs focusing on hazardous materials response to surface transportation emergencies. The course includes both basic and advanced training on site at SERTC and basic training via remote delivery.

These MAUSER courses cover the history of sUAS use; rules and regulations governing sUAS use and pilot certification; flight restrictions; and sUAS integration into existing Incident

MIKE COOK | Exec. Dir. HazMat Compliance & Training

Photo by:PAUL ALHADEF | Web Developer

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TRAINING

Command Structure. In the basic program, participants work alongside the Pilot in Command (PIC) during operation of a sUAS aircraft in simulation mode. Participants will also have the opportunity to direct the sUAS mounted camera during live demonstrations to assess various simulated emergency incidents using long range video analysis. Those attending the advanced program will fly either TTCI-owned sUAS aircraft or client-owned equipment.

Core skills learned through this program include:

• Response to and deployment of an sUAS for site investigation and assessment during events such as chemical release incidents or derailment scenes.

• Deployment and retrieval of remote detection and monitoring devices.

• Gathering real time data from detection and monitoring devices for analysis or plume modeling.

• Visualization of rail impact tests and the ability to remotely conduct bridge and track inspections.

• Interfacing with the Incident Command System during emergency events.

TTCI’s Security and Emergency Response Training Center (SERTC) has added a new program that brings small unmanned aerial systems (sUAS) technology to the frontline of its curriculum. As part of TTCI’s mission to advance railway safety, technology, and training, we recognize that sUAS (also known as drones) are a rapidly advancing technology with many potential applications for the railroad industry and other modes of surface transportation. The use of drones reduces exposure to emergency responders by enabling placement of detection and monitoring devices in areas that are unsafe or inaccessible for personnel.

In 2016, TTCI received an exemption under FAA Section 333 for operation of sUAS for demonstration of capabilities

Cooperative Agreements Enhance HazMat TrainingA 2016 Pipeline and Hazardous Materials Safety Administration (PHMSA) Assistance for Local Emergency Response Training (ALERT) grant has enabled SERTC to utilize five state of the art, mobile training vehicles as part of their cache of instruction tools. This allows us to reach participants all over the country delivering the same high level curriculum to learners in their own hometowns at their local facilities as we do at our Pueblo training center.

From 2014 to 2016, SERTC has been proud to be a part of three cooperative agreements with Department of Homeland Security (DHS), Federal Emergency Management Agency, National Training and Education Division (FEMA-NTED) that have allowed the nation’s first responders to gain much needed hands-on training for hazardous materials incidents involving surface transportation. This resource, coupled with the 2016 PHMSA grant, has allowed SERTC to deliver vital hazmat training to 3,478 responders via direct delivery, and reach another 736 learners via web based training at no cost to the participant.

With the increase in mass passenger commuter incidents, SERTC has redesigned its Tactical Hazardous Materials Operations in Surface Transportation (THMOST) course allowing law enforcement tactical teams to come to the SERTC campus and exercise tactical operations in surface transportation situations involving hazardous materials/weapons of mass destruction. This five-day course offers extensive hands-on training including live role play and “live fire” scenarios using Simunitions.® Though SERTC has been offering this training for three years, certification of this course will continue our ability to provide DHS/FEMA funded training.

Web-based Training to Expand into AAR StandardsTTCI continues to expand the focus of our web-based training program and explore new possibilities in remote instruction. Courses designed for maximum customer convenience bring high level content and learning flexibility to professionals across the nation.

SERTC added four new courses to their arsenal of online training in 2016 with the introduction of Crude by Rail (CBR). The CBR web courses offer the foundational information needed to make basic protective decisions in the event that an incident happens in the trainees’ jurisdiction.

These courses have set the foundation as we expand this tool into the basics of AAR certification processes and finished automobile rail transport pre-trip handling instructions. New courses, slated to roll out in 2017, will focus on all aspects of proper and safe placement of unloaded and loaded multi-levels at origin vehicle loading locations and destination vehicle unloading locations. The course will break down the placement of multi-levels into five key components as defined by the AAR quality review program and the Manual of Standards and Recommended Practices, Section N, “Multi-Level Manual.”

TRAINING

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Photo by:ALEXANDER KEYLIN | Sr. Engineer

Cooperative Agreements Enhance HazMat Training

Photo by:ALEXANDER KEYLIN | Sr. Engineer

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