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TRACK MAINTENANCE equipped with a Roto-Tilt articulating head making it ideal for a variety of jobs. The operator is able to change the variety of quick-connect attachments in less than five minutes, according to the company. Te self-propelled MPM does not require a work train and only one HTSI employee is required for operation. Te MPM can travel to the next job site at 50 miles per hour or can be put on the rear end of a train for movement. P.L.U.S. Train Using less manpower is also one of the key benefts of the P.L.U.S. (Programma- Herzog's Dynamic Track Stabilizer reduces slow orders and takes full advantage of work windows. 56 < mETRO mAGAZINE JUNE 2013 ble Linear Unloading System) train. Te P.L.U.S. train unloads ballast using a preprogrammed survey linked to GPS satellites. Technicians can access these survey files from a server. The survey file is then loaded into the train's computer which, through specialized software, directs the spread of exact amounts of ballast at precise locations based on the survey, according to the company's website. Te software also gives the train's exact location and speed, satellite availability, active ballast cars, empty cars and ballast inventory. Since no ground personnel are required, the P.L.U.S. train is capable of night and inclement weather-spreading assignments. This greatly reduces the potential of injury and exposure to ballast dust. Additional benefits of the P.L.U.S. system include a reduction in ballast costs and railroad overhead, fewer locomotives, train crews and ballast cars are required, and a reduction in fuel use, according to the company. metro-magazine.com