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3/16/2017    

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3/16/2017    

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Rail News Home MOW March 2017 Rail News: MOW

Drones can be used to inspect portions of rail bridges that otherwise would be inaccessible.Photo – Unmanned Experts Inc. — By This email address is being protected from spambots. You need JavaScript enabled to view it., Associate EditorFor years, railroads have been exploring automation to help improve overall operations. To that end, they've invested in a host of new technologies, such as Machine Vision, predictive analytics and driverless train systems — to name just a few examples.The next chapter in the rail automation story may involve unmanned aerial vehicles (UAVs), more commonly known as drones.These versatile, often camera-equipped devices could help railroads tackle everything from track inspection to yard security to vegetation management, UAV industry experts say. Although the technology holds promise for the rail industry, a few challenges remain, including regulatory and data management issues."We like to say that using a drone is better, faster, cheaper and safer," says Dennis Wierzbicki, rail industry adviser for Unmanned Experts Inc., which conducts rail-bridge inspections with UAVs and offers general drone consulting and training.Because drones are small and nimble, they can more easily access places that otherwise would be precarious to reach. That means less risk of injury for railroad workers, Wierzbicki says.Plus, drones can withstand a range of weather conditions, including wind, low temperatures and moderate rain or snow.“You don't need to be on the track or suspended hundreds of feet over the ground. You don't need to be out in the elements," Wierzbicki says.Drones also produce a dizzying array of data about the assets they're monitoring. Finding a way to sort, understand and leverage that data remains a challenge, says BNSF Railway Co. Telecom Director Todd Graetz, who oversees the railroad's drone program and operations.Data overloadSo, the Class I has co-developed a suite of software to help manage, analyze and distribute all the information its drones collect."We are constantly exploring new ways to further leverage the massive amounts of data our UAVs gather daily," Graetz adds.In May 2015, BNSF was chosen as one of three companies to participate in the Federal Aviation Administration's (FAA) Pathfinder program, which is aimed at exploring the commercial use of UAVs. The other two companies: national news channel CNN and drone maker PrecisionHawk.And in October that same year, the Class I partnered with drone manufacturer Insitu Inc. for the railroad's first long-range drone flight.At the moment, Insitu doesn't have any active programs with BNSF, but the company remains open to working with the railroad in the future, says Paul McDuffee, Insitu's associate vice president of government relations and strategy.Other rail clients also reached out to Insitu following the company's work with BNSF, says McDuffee, though he declined to name them.For BNSF, drones have provided another layer of safety to operations, Graetz says. For example, the railroad can use a small rotorcraft to inspect bridges and gain perspective from vantage points that previously were inaccessible.A better viewThe Class I uses two kinds of UAVs: a multirotor aircraft and a hybrid fixed wing model. Both are equipped with sensors that can deliver infrared data, along with high-definition video and photos.The multirotor aircraft is operated at lower altitudes to examine areas around and underneath bridges."These aircrafts are excellent tools to supplement our bridge inspection processes," Graetz says. "Particularly for large bridges, or bridges over waterways and canyons, our inspectors and engineers are able to see what can be the most difficult places to reach on a more frequent basis."BNSF workers deploy a multirotor drone to 
inspect a rail bridge. Photo – BNSF Railway Co.

3/15/2017    

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3/15/2017    

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3/15/2017    

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3/15/2017    

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3/15/2017    

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3/15/2017    

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Rail News Home Passenger Rail March 2017 Rail News: Passenger Rail

— By This email address is being protected from spambots. You need JavaScript enabled to view it., Senior Associate EditorWhen it's finished in nearly eight years, the Los Angeles County Metropolitan Transportation Authority's (Metro) Purple Line subway extension will be a heavy-rail line between the Wilshire Boulevard Western Station and the VA Hospital Station in West Los Angeles. Ultimately, the project — also known as the Westside Purple Line Extension — involves the construction of 9 miles of track and seven stations.The long-awaited project will connect West Los Angeles to Metro's expanding rail network, which agency officials believe will improve transportation for residents and visitors in a city that is known as one of the most traffic-congested communities in the United States.The project is being built in three phases. Phase I — which is under construction — will extend the subway from the terminus at Wilshire/Western 3 miles to Wilshire/La Cienega and will feature three underground stations: Wilshire/La Brea Avenue, Wilshire/Fairfax Avenue and Wilshire/La Cienega Boulevard.One of the agency's priority projects, the extension’s first phase is funded by Measure R funds, federal "New Starts" matching funds and a low-interest Transportation Infrastructure Finance and Innovation Act loan from the U.S. Department of Transportation.The first phase's engineering and construction work is managed by Skanska, Traylor Brothers Inc. and J.F. Shea Construction Joint Venture (STS), which was awarded the $1.6 billion design-build contract in 2014. Contract procurements were completed in September 2015.Phase I construction is expected to conclude in June 2023, with testing, pre-revenue and revenue service slated for early November 2023.Project to hit milestones this yearSTS expects to complete right-of-way work in late March and final design work in early April, according to Metro spokesman Dave Sotero.Three advance utility relocation contracts have been completed and construction on two of the three underground stations is underway, said Gary Yeo, Metro’s project controls supervisor-program control, in an email.At the Wilshire/La Brea Station site, crews are constructing supports for the excavation under the deck. At the Fairfax station, temporary street decking has begun. Also, ground treatment for the tunnel cross passages are ongoing, said Yeo.In terms of Phase I’s engineering, design and construction work, the design-build team is employing an integrated project team model, said Sotero in an email. The model allows the team to use the best resources from Metro and the engineering and construction management consultants, he said.A few unique circumstancesThe project also involves the use of "Revit modeling," in which all engineering disciplines are designed in one model during the advanced preliminary engineering phase, said Sotero. STS is completing final design using this same model, he added."This approach is unique in the rail-transit industry and has resulted in producing a high-quality final design in a very short time frame," said Sotero. “The use of the model in planning construction is also anticipated."From an engineering and design perspective, the extension project has involved unusual ground conditions because it's being built in the La Brea Tar Pits area.For example, excavation work in November 2016 near the location of the future Wilshire/La Brea station turned up parts of ancient mammoth fossils, including a partial skull and tusks."Because of the asphaltic conditions, a paleontological monitoring zone has been identified, where the contractor will need to excavate in thin layers — six inches each layer — and more carefully so that fossil resources can be identified and recovered," said Sotero.Due to those conditions, Metro built an exploratory shaft to further study ground conditions and fossil recovery methods, and allow prospective contractors to review materials first hand, he added."Thanks to all that preparation work, a meticulous preliminary study of ground conditions and some additional geotechnical investigation work performed at the very beginning of the project, our team did not face any completely unexpected challenges," Sotero said.Phase II contractor lined upMeanwhile, the $1.37 billion design/build contract for the extension's second phase was awarded Jan. 26 to Tutor Perini/O&G.Phase II work calls for extending the line another 2.6 miles and adding stations at Wilshire/Rodeo in downtown Beverly Hills and in Century City. The budget for the second phase has been set at $2.4 billion.Phase III involves extending the line to the Westwood/VA Hospital. Construction is expected to begin as early as 2019, according to Metro’s “The Source” blog.Metro has committed to completing the entire subway extension by 2024, a summer Olympics year. Los Angeles leaders hope the International Olympics Committee will choose the city to host the games — and if that happens, the new subway would be helpful in transporting visitors between venues, Metro officials say.Earlier this month, Budapest withdrew its bid from consideration, leaving only Los Angeles and Paris as host-city candidates.Email comments or questions to This email address is being protected from spambots. You need JavaScript enabled to view it..
Keywords Browse articles on Los Angeles County Metropolitan Transportation Authority Purple Line Extension Skanska Traylor Brothers Inc. and J.F. Shea Construction Joint Venture STS Tutor Perini/O&G TIFIA Parsons Transportation Group L.K. Comstock Contact Progressive Railroading editorial staff.

3/14/2017    

Rail News: People

3/14/2017    

Rail News: Passenger Rail

3/14/2017    

Rail News: People

3/14/2017    

Rail News: Federal Legislation & Regulation

3/14/2017    

Rail News: Passenger Rail

3/14/2017    

Rail News: Federal Legislation & Regulation