• Joseph Vaccaro Named RCC President

    Joseph Vaccaro Named RCC President
    Joseph Vacarro President Graphic

    Joseph Vaccaro Named RCC President

    Feb 01, 2024

    We are pleased to share in January 2024, Joe Vaccaro was promoted to President of Railroad Construction Company, Inc. (RCC).

    Al Daloisio, CEO, shared, “I am so happy to report that Joe Vaccaro has agreed to step up to the position of President. Joe was unanimously approved by our Board of Directors and our ESOP Trustee. Best of all Joe is so well known in the industry and to our many partners.”

    Joe began his career over 40 years ago, serving as a superintendent while working his way through engineering school. He has steadily progressed through the ranks from Field Engineer to Project Manager constructing projects critical to our infrastructure.

    He joined Railroad Construction Company in 2005.

    Congratulations, Joe!

  • Route 78 Truck Weigh and Inspection Stations

    Route 78 Truck Weigh and Inspection Stations

    Route 78 Truck Weigh and Inspection Stations

    Location: Warren and Hunterdon Counties, NJ

    PROJECT DESCRIPTION

    This project equipped the NJ Department of Transportation with the most modern, efficient vehicle inspection facility available. Several of our in-house divisions were involved in the successful completion of this four and half year job.

    • New building construction
      • Two completely new truck weigh stations were constructed supporting both local and remote vehicle inspections.
      • The buildings were designed to blend in to their surroundings by resembling large barns with attached silos.
    • Nearly two miles of heavy highway construction
      • Re-profiled roadway, widened and paved
      • Roadway lighting and 15 new sign structures were added along with 90 acres of roadway drainage.
    • Reconstruction of three bridges
    • 1.2 million CY of excavation

    By far the most fascinating part of the project was the installation of the Weigh-in-Motion system. This technology enables vehicles to be weighed while traveling on the highway. A series of embedded sensors calculate the weight as the vehicle drives over a sensor pad. The dad is then related remotely to the control facility.

  • PATH Main Repair Facility

    PATH Main Repair Facility

    Track

    The Track Division of Railroad Construction Company, Inc. provides the various services and disciplines necessary to build and maintain the vital infrastructure of a railroad. Browse our Track projects below.

    PATH Main Repair Facility

    Location: Harrison, NJ

     

    PROJECT DESCRIPTION

    Construction of a new 50 acre rail yard and repair facility for Port Authority Trans-Hudson (PATH)

    PROJECT HIGHLIGHTS / SCOPE OF WORK

    • Removed 16,000 LF of track and installed 43,000 LF of new mainline and yard tracks, 66 turnouts and 41,000 LF of contact rail.

    • Performed utility work including installation of 16,000 LF of storm/sanitary sewer pipe, 95 manholes and 12,000 LF of waterlines.
    • Constructed ten support buildings including all interior systems and fit out.

    PATH, Amtrak and NJ Transit trains all remained in service through the project.

  • Phillips 66 Crude Oil Receiving Terminal

    Phillips 66 Crude Oil Receiving Terminal
    Building with Railroad Construction Compan equipment outside

    Phillips 66 Crude Oil Receiving Terminal

    Location: LINDEN, NJ

    PROJECT HIGHLIGHTS / SCOPE OF WORK

    • Constructed new 120-car offloading facility with 3.4 million gallon capacity

    • Constructed 1850’ x 100’ containment slab housing two concrete trenches
    • Redesigned concrete slab atop trench walls reducing cost and labor
    • Constructed five concrete pump pads of various sizes
    • Installed 10,800 CY of concrete and 1.1 million pounds of rebar
    • Installed 8,300 LF of direct fixation track, 3,600 LF of ballasted track and five #10 turnouts tying in to existing Conrail line
    • Installed fire protection system consisting of 7,500 LF of ductile iron pipe (6” to 12”),43 fire hydrants and post indicator valves
    • Installed drainage system including 4,000 LF of ductile iron pipe (4” to 12”) for drip pans, 5,000 LF of reinforced concrete pipe (12” to 36”), 29 manholes and 23 catch basins
    • Constructed 3½ acre detention basin of Bentomat geosynthetic clay and stone liner
    • Installed 70,000 tons of DGA and ¾” stone throughout facility

    CHALLENGES

    • Winter conditions hampered concrete slab installation

    PROJECT DESCRIPTION

    Phillips 66 is one of the leading fuel brand names in the U.S. Its’ rich and complex history, with such predecessor companies as Conoco and Phillips Petroleum, goes back to 1875. Today, Phillips 66 is a leader in the refining industry with fifteen refineries, more than 86,000 miles of pipeline and a net crude oil capacity of 2.2 million barrels / day.

    This new offloading facility allowed us to show our expertise in both track and civil work. A 185,000 SF concrete containment slab housing two concrete trenches was constructed along with five concrete pump pads varying in size from 49’ x 36’ to 49’ x 50’. Because of the Owner’s strict completion deadline, the containment slab had to be built in winter with all the difficulties associated with cold weather concrete work. Torpedo heaters and torches were used to heat the ground and rebar prior to pouring the slab and special surface protection was added after the pour. The slab was completed in 90 sections over a five month period. Prior to the slab work, we redesigned the abutment of the slab and trench walls which greatly reduced the number of man hours, the amount materials and ultimately, the cost.

    An extensive drainage system including drip pans, manholes and catch basins was added and a large clay and stone detention basin was also built. A fire protection system consisting of 43 fire hydrants, post indicator valves and 7,500 LF of piping was installed.

    The offloading terminal, leading to the Bayway Refinery, includes over 1.5 miles of direct fixation track which can accommodate a 120-car train carrying as much as 3.4 million gallons of crude. Additional track work included 3,600 LF of ballasted track and five new #10 turnouts all of which connect the refinery to the Conrail line.

    This new facility is one of the largest of its type on the east coast and has greatly improved the speed and efficiency of offloading operations at this busy terminal.

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  • PATCO Way Interlocking and Subway Structure Rehabilitation

    PATCO Way Interlocking and Subway Structure Rehabilitation
    Railroad Tracks

    PATCO Way Interlocking and Subway Structure Rehabilitation

    Location: CAMDEN, NJ

    PROJECT HIGHLIGHTS / SCOPE OF WORK

    • Rehabilitation of the 3,800 ft. double-tracked Camden Subway tunnel.

    • Removal of existing and replacement of a brand new double crossover.
    • Replacement of the concrete encased steel channel support structure and termite welding.
    • Improvements to signal circuitry.
    • Structural steel repairs.
    • 9,500 SF of concrete spalling and surface breakout was identified and repaired.
    • 2,200LF of concrete crack injection.

    CHALLENGES

    • Working in a tunnel presented multiple challenges in both logistical approach and maintaining the safety of the crew and public.
    • Outage preparations
    • Equipment mobilization
    • Air quality control measures

    PROJECT DESCRIPTION

    Railroad Construction Company, Inc. (RCC) rehabilitated the 3,800 ft. double-tracked Camden Subway tunnel.

    Outage preparations and equipment mobilizations occurred from a tightly-bound, single-track maintenance yard at one of the tunnel portals. RCC constructed a temporary access crossing at the opposite portal to better facilitate manpower and certain material mobilizations, including concrete deliveries.

    With revenue train operations always maintained, the existing double-crossover at Way Interlocking was removed and replaced with a brand new installation, including replacement of the concrete-encased steel channel support structure, thermite welding and improvements to signal circuitry.

    Over 9,500 SF of concrete spalling and surface breakout throughout the tunnel was identified and repaired, as well as 2,200 LF of concrete crack injection.

    Structural steel repairs were completed, including the shoring, demolition and full replacement of multiple columns, and welding of reinforcing steel onto columns and overhead beams.

    Lead paint abatement was conducted on structural members totaling 17,800 SF followed by the cleaning, priming and re-painting of those surfaces.

    All work was completed in an enclosed environment, accessible to the public via two stations, necessitating strict air quality control measures and special consideration of mobility restrictions for the public and work crews in an already confined work space.

    Despite all of these challenges and limitations, RCC completed the full project scope on-time and within budget, earning this job a Railway Track & Structures (RT&S) Top 2022 Project Award! Check out the Rail Group On Air Podcast interview

    PATCO Press Release

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  • New Grasselli Access Road

    New Grasselli Access Road
    Birds eye view of Linden Bridge track in progress

    New Grasselli Access Road

    Location: LINDEN, NJ

    PROJECT DESCRIPTION

    The New Grasselli Access Road is a 498 ft., four span continuous, horizontally and vertically curved steel girder bridge with concrete structural deck, approaches and appurtenances; sidewalks, parapets and barriers. The bridge is supported on three concrete hammerhead piers and concrete gravity abutments. The hammerhead piers are founded on concrete drilled shafts, placed via tremie concrete methods. An additional aspect of the project is a 1,100 ft. elevated roadway on a Mechanically Stabilized Earth (MSE) embankment, which is supported with the use of precast MSE wall panels. The MSE wall is capped with precast barrier pieces, which are integrally connected with a cast-in-place concrete moment slab. The Grasselli Bridge carries two lanes and a sidewalk over one road and one active Conrail spur line, serving as the main entrance and providing unimpeded access to the Linden Logistics Center.

    The bridge is on a steep grade which presented challenges during structural deck concrete placement. The bridge deck was placed on stay-in-place forms over horizontally curved girders requiring specialized coordination for reinforcement installation and placement. Due to the continuity of the structure, the concrete bridge deck was poured in seven alternating sections over two separate days with approximately 385 CY and 268 CY poured each day. The staged pour sequence allowed the bridge structure to deflect, isolating negative tension zones over the piers, and reducing the potential for bridge deck cracking.

    The New Grasselli Access Road received the Merit Award – Short Span Bridge, sponsored by the New Jersey Concrete and Aggregate Association and The New Jersey Chapter of the American Concrete Institute and recognized at the 57th Annual New Jersey Concrete Awards Event.

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  • MTA Capital Construction Harold Trackwork Part 3

    MTA Capital Construction Harold Trackwork Part 3
    Red railroad construction company machinery with city building view in the background

    MTA Capital Construction Harold Trackwork Part 3

    Location: LONG ISLAND CITY, NY

    PROJECT HIGHLIGHTS / SCOPE OF WORK

    • Installation of the largest turnouts by any contractor in North America.
    • Work performed in the busiest interlocking in the country.

    CHALLENGES

    • Coordination with LIRR, Amtrak and New Jersey Transit.
    • Working 24/7 during track outages to meet the schedule.


    PROJECT DESCRIPTION

    Harold Interlocking, located in Long Island City, NY, is the busiest rail junction in the nation, serving Amtrak and Long Island Rail Road trains. This contract, CH057D, provided infrastructure improvements to alleviate congestion and improve safety.

    Over 4,000′ of existing track was removed and the site was excavated. New track bed was installed and 7,000′ of new track on concrete ties was constructed. Ten new turnouts were added, size No. 20 up to No. 26.5 and site work and drainage improvements were also included. Majority of the work was performed during three continuous outages, 37 days, 16 days and 9 days, working 24 hours around the clock. Adjacent tracks stayed in operation during the project to minimize interruptions.

    More than 700 LIRR and Amtrak cars are moved through this interlocking daily at speeds up to 60 mph, making planning and preparation for the outages of the utmost importance for scheduling impacts and personnel safety.

    This project was completed on time and on budget.

    Video Source: http://www.amodernli.com

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  • Meadowlands Tri-Venture (Transit Track)

    Meadowlands Tri-Venture (Transit Track)

    Meadowlands Tri-Venture (Transit Track)

    Location: SECAUCUS, NJ

    PROJECT HIGHLIGHTS / SCOPE OF WORK

    • Constructed major transportation system serving MetLife Stadium and Meadowlands Complex
    • Installed and commissioned communications and signal systems including two new interlockings
    • Constructed 24,000 TF of ballasted track on concrete ties, four No. 15 concrete-tie crossovers and five concrete-tie turnouts
    • Installed 2,000 LF of pile-supported, precast viaduct structures
    • Constructed new two-story rail station

    PROJECT DESCRIPTION

    Three of New Jersey’s premier general contractors (J. Fletcher Creamer & Son, Inc., Joseph M. Sanzari, Inc. and Railroad Construction Co., Inc.) joined together to form a tri-venture, Creamer-Sanzari-Railroad-A Tri-Venture, tasked with constructing a major new transportation hub serving MetLife Stadium and the Meadowlands Sports and Entertainment Complex. This hub created direct access to the Complex from all major railways in New Jersey and New York.

    Across a span of two miles an all new railroad system was constructed connecting the Meadowlands station to the existing NJ Transit rail line. This system included over five miles of new track, 13 new concrete-tie turnouts, all required wayside signaling and grade crossing protection. Because the extension crosses Berry’s Creek, 3,500 FT of elevated structure was required, supported by over 1,000 pipe piles. The balance of the extension was built on surcharged fill.

    A new two-story train station was constructed with access to two platforms and three tracks. This station can accommodate up to 10,000 riders per hour allowing for the easy flow of foot traffic to and from the Complex. This modern facility now makes mass transit an attractive alternative for traveling to and from sporting events, concerts and attractions at the Meadowlands.

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  • Hicksville Station & North Track Siding Improvements

    Hicksville Station & North Track Siding Improvements
    Hicksville Train Station platform with Hicksville sign

    Hicksville Station & North Track Siding Improvements

    Location: HICKSVILLE, NY

    PROJECT HIGHLIGHTS / SCOPE OF WORK

    • Redesign of a 2,000 LF precast / concrete overlay platform to a CIP platform replacement operation to decrease project duration

    • Installation of a 2,000 LF drilled caisson precast H beam & lagging retaining wall
    • Removal and replacement of 2,000 LF of Platform Canopy
    • Installation of new elevators and escalators

    CHALLENGES

    • Coordination/scheduling with station activities and construction operations
    • Weekend removal and replacement of active platform sections, avoiding disruption to weekday commuter activity
    • Platform was accessed using high rail equipment and street level cranes
    • Drilling pipe piles on the platform between tracks for new stairwell installation
    • Scheduling manpower, subcontractors and vendors to meet the fast pace project demands with working days, nights and twenty-four hour weekend shifts
    • Replacement of 300 LF of platform, an existing Bridge deck over New Bridge Road

    PROJECT DESCRIPTION

    Since September 2016, Railroad Construction Company, Inc. and joint venture partner, Citnalta Construction Co. have nearly completed the modernization of the 55-year-old Long Island Rail Road (LIRR) Hicksville Train Station.

    Hicksville Station is the third busiest LIRR station – topped only by Penn and Jamaica – and it’s a key transfer point for customers on the Port Jefferson and Ronkonkoma branches.

    The Station portion of this project consists of a full platform replacement, substructure rehabilitation, upgraded electrical service, lead & asbestos abatement, and installation of new elevators, escalators, street to platform aluminum stairs, platform level waiting rooms, translucent canopy roof system and drainage, lighting and signage. The goal is to bring the platform to a State of Good Repair, ensure ADA-compliant accessibility, enhance passenger and employee safety, and provide LIRR passengers with an improved station environment.

    The summer of 2017 began phase two of the three phase north platform closure. One-thousand linear feet of platform was demolished and reconstructed. Renovations included heated glass-enclosed waiting rooms, canopied rooves and signage. The existing escalators were widened and two new elevators and staircases were added, all ADA compliant. Radiant heat tubing was installed throughout the platform for the future addition of an automatic snow melt system. The contract also included removal of lead and asbestos materials and lead paint abatement. Aesthetic improvements have made the new station one of the most attractive in New York. On September 5, 2017, the North platform reopened to the public.

    The North Track Siding portion includes extensive improvements including a new pre-wired signal hut and case, new switches and construction of a 1,500 foot retaining wall which will support an additional track to be construction at a later date.

    The entire project has been performed under an accelerated schedule with all work completed in under two years. Through consistent communication and coordination with LIRR, all subcontractors and vendors, the Joint Venture has overcome numerous unforeseen challenges and maintained schedule.

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  • Harmon Shop Replacement Phase II

    Harmon Shop Replacement Phase II
    Inside of a white facility with garage

    Harmon Shop Replacement Phase II

    Location: CROTON-ON-HUDSON, NY

    Client: Harmon

    Contract Value:

    Project Dates:

    PROJECT HIGHLIGHTS / SCOPE OF WORK

    • Design/Build project for the construction of a new maintenance-of-way administrative building, a new communications building, a new gatehouse security building and an addition to the material distribution center

    • Constructed on concrete slab foundations with structural steel framework and bituminous membrane roofing
    • Installed all interior systems including HVAC, fire suppression, skylights and tinted windows with curtain wall drywall and acoustical tile ceilings
    • Installed building signage, paving, guide rail and pavement markings
    • Commissioned all building systems and a substation

    CHALLENGES

    • All work was performed in an operating rail yard, adjacent to active tracks

     


    PROJECT DESCRIPTION

    This new group of buildings was constructed for Metro-North Railroad Harmon Shop. Facility elements included reinforced concrete pile caps, grade beams and foundations, concrete slab construction with super flat floor tolerances, structural steel fabrication and erection, insulated architectural precast concrete panels with tinted and acid-etched finish, three-coat Kynar insulated metal panels, SBS modified bituminous membrane roofing, skylights, translucent and tinted windows and curtain walls. Interior work included installation of drywall, acoustical tile ceilings, VCT, carpeting, ceramic tile and epoxy resin floor coatings, pallet storage rack systems, lighting, electrical, fire suppression systems including sprinklers and FM-200 clean agent systems, plumbing and automatic temperature controlled HVAC.

    Work completed in Phase II prepared the site for major facilities to be constructed in Phase III. These activities included demolition of buildings, removal of 200,000 gallon, 1,000 gallon and 550 gallon fuel tanks, site clearing, new 13.2 kV power distribution, new site storm drainage (including 4 Vortechnics water quality inlets and a 11,000 SF Storm Chamber leaching field), relocation of monitoring wells, new domestic and fire water systems connecting to existing operating services, new sanitary drainage systems connecting to existing operating systems and the treatment plant, relocation and/or construction of new storage yards and structures, fencing and gates, roadway realignment, guide rail, pavement markings and paving. Construction occurred in an operating rail yard and functioning maintenance facilities. Maintenance and protection of vehicular traffic was necessary and construction was staged in order to minimally affect Metro-North operations.

    RCC procured a State Pollutant Discharge Elimination System (SPDES) permit and monitored the site through a Storm Water Pollution Prevention Plan (SWPPP). Rehabilitation of the A-31 Ossining substation included demolition of electrical equipment, lead paint and asbestos abatement, building renovation, new 15 kV switchgear, mimic panel, Supervisory Control and Data Acquisition (SCADA) System and data concentrator-based Remote Terminal Unit (RTU) with local control panel.

    Maintenance pit rehabilitation and a new steel drop table system was installed with new locomotive/coach car support equipment. Once again, work took plan in the operating maintenance shop. Finally, a Quality Management System Manual was developed along with a site specific Health and Safety Plan. All fundamental building systems and the substation were commissioned.

     

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