Railway Age August 2021

AUGUST 2021

W W W. R A I LWAYA G E .C O M

AILWAY GE S E R V I N G T H E R A I LWAY I N D U S T R Y S I N C E 1 8 5 6

CHARGING AHEAD Motive Power Evolves

WINTER PREPAREDNESS Are Railroads Ready For Extreme Cold?

MANAGING NEW TECHNOLOGIES railwayage.com

Courage, Endurance August 2017 // Railway Age 1 Important Attributes

AILWAY GE

February 2021 AUGUST 2020

20

FEATURES

10 11 16

Progress Rail

20

Amtrak Charges Forward ALC-42 Long-Distance Power

Managing Technology Nine Misconceptions

Bigger Is Better Russian Heavy-Haul Power

Winter Preparedness Warding Off the “Polar Vortex”

DEPARTMENTS 4 6 7 28 30 30 31

Industry Indicators Industry Outlook Market People Professional Directory

COMMENTARY 2 8 32

From the Editor Financial Edge ASLRRA Perspective

Classified Advertising Index

ON THE COVER: Amtrak ALC-42 no. 301, resplendent in its 50th Anniversary heritage scheme, at the Siemens Mobility plant in Sacramento, Calif.

Photo: Amtrak

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August 2021 // Railway Age 1

FROM THE EDITOR How Much Is That Gilded Tunnel Again?

I

f you’re a consultant, particularly one who has contracts with the New York MTA, you may not want to read this.

Just kidding!

Actually, you may not want to read aloud, at least at client or staff project meetings (what you read in the privacy of your home is your business, of course), Saving Time and Making Cents: A Blueprint for Building Transit Better, a new study from the Eno Center for Transportation.

This study, which could also have been called How to Avoid Gold-Plating if You Can Help It or Why the Rest of the World Gets Things Done Cheaper and Faster While We’re Jumping Through Hoops, analyzes current and historical trends in rail transit projects “to understand the drivers behind mass transit construction, cost and delivery in the United States and abroad.”

That’s a polite, pseudo-academic way of asking, “It costs that much more here?

You’re joking, right?”

Well, no, if you look at this study’s findings. Here’s Eno’s view, from minimum low-Earth orbit (100 miles up): • “U.S. rail transit projects cost an average 50% more to build, both at-grade and tunneled, compared to peer projects in Western Europe.

• “The tunneling premium in the U.S. rises to roughly 250% when New York City’s disproportionately expensive projects are included.

• “Just 12% of the U.S. rail transit projects in the database were constructed primarily below ground, compared to 37% of nonU.S. projects.

• “Many international projects

constructed below-grade have similar costs to those that are at-grade in the U.S. • “Many international projects run through dense city centers and are often more complex, with more stations that are built closer together, than U.S. projects in dense city centers.

• “U.S. projects with minimal tunneling take about six months longer to construct than non-U.S. projects.

• “U.S. projects that are almost all underground take nearly 18 months longer to build.

• “U.S. projects tend to be routed along ‘paths of least resistance’ such as freight rail or highway corridors, and are specifically intended to limit impacts on the local community and minimize the need to acquire private property.”

About “New York City’s disproportionately expensive” tunnels: Did you know that a tunnel boring machine in Europe requires a crew of fewer than 10 operators, and the same machine deployed in the Big Apple requires 20 or more, due largely to legacy (and probably outdated) labor provisions?

That’s like requiring a five-person crew to operate a freight train on a railroad equipped with PTC, CTC, locomotive engineer-assist technology, Distributed Power, wayside detector arrays, AEI, remote health monitoring (both onboard and wayside), machine vision, cybersecurity, etc., etc.

Don’t take my word for it. Download the study at https://projectdelivery.enotrans.org, and read it when no one’s looking (perhaps in the washroom?). It’s only 213 pages.

Subscriptions: 800-895-4389 Editorial and Executive Offices Simmons-Boardman Publishing Corp.

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WILLIAM C. VANTUONO Editor-in-Chief

Railway Age, descended from the American Rail-Road Journal (1832) and the Western Railroad Gazette (1856) and published under its present name since 1876, is indexed by the Business Periodicals Index and the Engineering Index Service. Name registered in U.S. Patent Office and Trade Mark Office in Canada. Now indexed in ABI/Inform.

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SIEMENS MOBILITY

Built for excellence.

Built with pride.

We’re invested in the potential of America. Rail infrastructure investment is critical, for jobs, for the economy, and for the environment. While the products we create transform today, it is the ingenuity of the American worker that is redefining tomorrow in communities across the country. usa.siemens.com/builtwithpride

Industry Indicators VOLUMES ‘CONSISTENT WITH AN ECONOMY WITH MORE GROWING TO DO’ “U.S. rail volumes in June 2021 and 2Q21 were consistent with an economy that’s growing but has more growing to do,” the Association of American Railroads reported last month. “Total U.S. carloads in June 2021 and 2Q21 were up 19.1% and 23.8%, respectively, over the same periods in 2020, as easy comps led to big year-over-year percentage gains. Total 2Q21 were the most for any quarter since Q4 2019. Volumes by commodity were mixed. Coal carloads have been trending down for years, but they’ve ticked up in recent months. U.S. intermodal originations in 2Q21 were the most ever for a quarter, and intermodal volume in the first six months of 2021 were the most ever for the first six months of a year.”

Railroad employment, Class I linehaul carriers, June 2021 (% change from June 2020)

TRAFFIC ORIGINATED CARLOADS

MAJOR U.S. RAILROADS

BY COMMODITY

TOTAL EMPLOYEES: 115,931 % CHANGE FROM JUNE 2020: -0.17%

Transportation (train and engine) 47,444 (+11.54%)

Executives, Officials and Staff Assistants 7,342 (-3.28%)

five WEEKS ENDING july 3, 2021

Grain Farm Products excl. Grain Grain Mill Products Food Products Chemicals Petroleum & Petroleum Products Coal Primary Forest Products Lumber & Wood Products Pulp & Paper Products Metallic Ores Coke Primary Metal Products Iron & Steel Scrap Motor Vehicles & Parts Crushed Stone, Sand & Gravel Nonmetallic Minerals Stone, Clay & Glass Products Waste & Nonferrous Scrap All Other Carloads TOTAL U.S. CARLOADS

JUNE ’21

JUNE ’20

% CHANGE

107,153 3,599 45,412 28,227 164,463 50,736 335,158 5,159 17,521 28,863 32,515 17,620 46,202 20,564 61,782 96,585 19,983 42,103 19,120 32,467

103,662 4,024 44,244 26,591 141,803 48,622 251,049 4,605 15,391 23,687 12,287 13,351 30,268 15,303 59,356 87,206 19,639 39,105 17,035 29,840

3.4% -10.6% 2.6% 6.2% 16.0% 4.3% 33.5% 12.0% 13.8% 21.9% 164.6% 32.0% 52.6% 34.4% 4.1% 10.8% 1.8% 7.7% 12.2% 8.8%

1,175,232

987,068

19.1%

380,775

354,152

7.5%

1,556,007

1,341,220

16.0%

CANADIAN RAILROADS TOTAL CANADIAN CARLOADS

COMBINED U.S./CANADA RR

Professional and Administrative 10,090 (-4.01%)

Maintenance-of-Way and Structures 28.645 (-5.68%)

Maintenance of Equipment and Stores

Intermodal

Four WEEKS ENDING JULY 3, 2021

MAJOR U.S. RAILROADS

BY COMMODITY Trailers Containers TOTAL UNITS

17,659 (-11.64%)

CANADIAN RAILROADS

Transportation (other than train & engine)

Trailers Containers TOTAL UNITS

JUNE ’21

JULY ’20

% CHANGE

107,965

1,386,745

1,142,146 1,250,111

-4.3% 12.4% 10.9%

0 355,998 355,998

0 317,988 317,988

— 12.0% 12.0%

107,965

103,291 1,283,454

4,751 (-7.48%)

COMBINED U.S./CANADA RR

Source: Surface Transportation Board

Trailers Containers

103,291 1,639,452

1,460,134

-4.3% 12.3%

TOTAL COMBINED UNITS

1,742,743

1,568,099

11.1%

Source: Rail Time Indicators, Association of American Railroads

4 Railway Age // August 2021

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TOTAL U.S./Canadian CARLOADS, JUNE 2021 VS. JUNE 2020

1,556,007 JUNE 2021

LEADER® improves your operation from the cab –

1,341,220 JUNE 2020

Short Line And Regional Traffic Index CARLOADS

BY COMMODITY Chemicals Coal Crushed Stone, Sand & Gravel Food & Kindred Products Grain Grain Mill Products Lumber & Wood Products Metallic Ores Metals & Products Motor Vehicles & Equipment Nonmetallic Minerals Petroleum Products Pulp, Paper & Allied Products Stone, Clay & Glass Products Trailers / Containers Waste & Scrap Materials All Other Carloads

ORIGINATED JUNE ’21

ORIGINATED JUNE ’20

% CHANGE

57,222 22,413 21,973 11,188 24,892 8,490 11,094 2,992 18,734 9,432 2,117 2,274 18,578 15,490 54,353 11,799 80,392

45,865 11,909 19,054 9,421 26,850 7,733 7,927 2,368 14,201 5,150 1,764 1,394 16,898 14,215 37,208 8,804 67,428

24.8% 88.2% 15.3% 18.8% -7.3% 9.8% 40.0% 26.4% 31.9% 83.1% 20.0% 63.1% 9.9% 9.0% 46.1% 34.0% 19.2%

Copyright © 2021 All rights reserved.

TOTAL U.S. Carloads and intermodal units, 2012-2021 (in millions, year-to-date through JUNE 2021, SIX-WEEK MOVING AVERAGE)

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August 2021 // Railway Age 5

Industry Outlook

Cowen: Biden’s EO a ‘Laundry List’ COWEN AND COMPANY HOSTED A CALL WITH A NOTED TRANSPORTATION ATTORNEY TO DISCUSS THE EXECUTIVE ORDER SIGNED BY PRESIDENT BIDEN ON JULY 9. “It appears to be much more measured than early reporting initially indicated,” noted Managing Director and Railway Age Wall Street Contributing Editor Jason Seidl, and analysts Matt Elkott and Elliot Alper. “The tone surrounding the railroads implied recognized independence of the Surface Transportation Board, and is likely in line with the thinking of the Marty Oberman-led organization. Longer term, we will monitor bottleneck implications.”

“At a high level, a lot of stress was eased and taken out of the market,” the Cowen analysts said. “The EO, Promoting Competition in the American Economy, appeared to be a ‘laundry list’ of which the Class I’s were merely a part, according to the attorney. Based on the tone of the EO, the Biden Administration clearly recognizes the STB’s independence, and refrained from using many forceful words. Much in the EO essentially echoes how the Oberman-led STB is feeling, and gives further political wind to the Board’s back.

“Reciprocal switching: According to the attorney, this was the most important part of the EO. Shippers are still looking for, as they have for a very long time, rate and service competition on rail segments, not only on end-to-end haul. It is only a matter of time, according to the attorney, before reciprocal 6 Railway Age // August 2021

switching regulation makes its way into the U.S. rail network. The AAR may be already beginning [yet another] campaign. While there likely won’t be a final decision on reciprocal switching in 2021, the attorney believes there will be a written proposal by the end of the year. Both sides (railroads and shippers) take extreme positions on how, if at all, reciprocal switching should be enacted, although the attorney believes that this should have no material operational impact on railroad financials and should not affect investment decisions by railroads. Longer term, how the STB tackles bottleneck issues could prove important, and will be something we monitor.

“Amtrak issues were a clear call-out in the EO, as they were ‘laid in,’ likely written by a different author, based on the differing language and tone. The attorney believes that nothing was overly concerning about Amtrak in the EO, and the text was careful not to use any forceful language. It was a reaffirmation of existing law and a reminder/ checklist that the Administration wants to see. According to the attorney, the STB is getting ready to organize an internal team to conduct investigations when Amtrak on-time performance violations are triggered; these occur when end-to-end performance averages below 80% for two consecutive quarters. The STB has already been looking at all connections with Amtrak, and will look very closely at the Baton Rouge to New Orleans route, which Amtrak called out in its comments to the STB on the CN/

Kansas City Southern voting trust application. The EO was a friendly reminder that STB should consider this.

“Implications for the CN/KCS merger: There is only one line item that refers to rail consolidation. However, there is a tone throughout the document that may have an indirect effect on analysis regarding merger merits and conditions, according to the attorney. We are also monitoring the timing of a new commissioner on the STB that could switch the Board’s political leanings.

However, a quick confirmation of the new Board member, Democrat Karen J. Hedlund, seems unlikely, according to Cowen’s Washington Research Group.”

Oberman—never one to hesitate expressing his views publicly—issued a statement in which he said, in part: “While recognizing the independence of the STB, the EO names the STB as one of the federal agencies statutorily charged with protecting the ‘conditions of fair competition’ through the exercise of its authority.

More specifically, it encourages the STB to consider actions that further competition in the rail industry; provide accessible remedies to shippers; and focus on vigorously enforcing and accounting for on-time performance standards to avoid unwarranted delays in passenger rail service.

“I have been continually concerned with the significant consolidation in the rail industry that happened as a result of a series of Class I mergers decades ago. It is apparent that while consolidation may be beneficial under certain circumstances, it has also created the potential for monopolistic pricing and reductions in service to captive rail customers. Since consolidation, productivity gains often have been retained by carriers in lieu of being passed on to consumers, as would be expected in a truly competitive marketplace.

“For these reasons, I have previously stated my concerns with the sufficiency of competition in the rail industry and my interest in exploring ways the STB can improve the rail industry’s competitive landscape to ensure fairer pricing. In my opinion, competition in the freight marketplace is paramount. In the absence of a truly competitive marketplace, the Board can and should focus on using its competition-related authorities where feasible and reforming its competition policies where necessary.” railwayage.com

Market From Siemens: Amtrak’s Next-Gen Trainsets Amtrak has awarded Siemens Mobility $3.4 billion in contracts to design, manufacture, and provide technical support services and maintenance for 83 trainsets of two power configurations—dual-power (AC catenary/ diesel) locomotives and first-of-their-type Venture Hybrid battery trainsets, with options for up to 130 additional trainsets.

For Siemens, it is the company’s largest North American contract in history. For Amtrak, its total investment, with a longterm parts supply and service agreement, facility modifications and upgrades, and contingencies, is $7.3 billion. Deliveries are slated to commence in 2024.

NORTH AMERICA

MTR has awarded an ARUP-AECOM joint venture a preliminary design consultancy contract to kick start planning and design for the main line of the Northern Link project, a key connection in the northwest and northern part of Hong Kong’s New Territories. The scope includes engineering design, construction program preparation, cost estimates, and liaison with government and other stakeholders.

The joint venture will work closely with MTR’s capital works team.

TSHIUETIN, the first Indigenous owned and operated railroad in Canada, will receive C$55 million (US$44.1 million) from the CANADA INFRASTRUCTURE BANK (CIB) and the government of Quebec for modernization efforts. Tshiuetin—comprising TSHIUETIN RAIL TRANSPORTATION INC. and TSHIUETIN LP—operates a 217-kilometer (134.8-mile) regional railroad and a 574-kilometer (356.7-mile) passenger rail service along the northeastern Quebec and western Labrador rail corridor. It connects three First Nations—the Innu Takuaikan Uashat Mak Mani-Utenam, the Innu Nation of Matimekush-Lac John, and the Naskapi Nation of Kawawachikamach, which own Tshiuetin Rail Transportation Inc.—between Schefferville and Sept-Îles.

CIB’s investment of C$50 million (US$40.1 million) is a long-term, fully repayable loan; Quebec’s C$5 million (US$4 million) loan is repayable over two years. Both were announced July 8, along with Transport Canada’s renewal of support for Tshiuetin over the next three years under its Remote Passenger Rail Program. TRANSPORT CANADA will provide at least C$12 million annually for operating and capital expenditures. Tshiuetin

Siemens Mobility

WORLDWIDE

railwayage.com

will use the new investments to make track improvements; upgrade an existing worker lodger camp and build another one; construct a new passenger rail station; and acquire a new fuel-efficient locomotive as well as passenger cars that offer onboard internet access.

Northern California’s SONOMA-MARIN AREA RAIL TRANSIT (SMART) has assumed freight operations and common carrier duties from NORTHWESTERN PACIFIC RAILROAD COMPANY in Marin, Napa and Sonoma counties, after acquiring right-of-way from the NORTH COAST RAILROAD AUTHORITY. The agency, which runs a 45-mile, 12-station DMU (diesel multiple-unit) passenger rail system from Larkspur north to Sonoma County Airport and has plans to expand further north approximately 25 miles to Cloverdale, acquired approximately 88 miles of right-of-way in March 2021 from NCRA and the rights to operate it on July 11. Freight services have been provided by NWP since 2011. SMART General Manager Farhad Mansourian said the agency will consider two options for how it will continue to provide freight service—through an outside contractor, or in-house. In the interim, NWP will continue running freight operations.

August 2021 // Railway Age 7

Financial Edge Leasing Improvements May Be Unsustainable

A

h, the summer doldrums.

While many were hoping for carefree days and a return to normalcy, sadly, the world continues to fret and struggle with the coronavirus and its Delta variant. However, in the shadows of this looming global crisis, the world of North American rail is all atwitter with political activity and other news-grabbing headlines.

At the center of the political maelstrom is STB Chairman Martin Oberman. Seven months into the job, Oberman is handling two headline grabbers: First, the CN/KCS/ CP melodrama. Second, STB was called out by Joe Biden’s July Executive Order calling for freight rail to give more respect to Amtrak and for improved “competition.”

As tempting an issue as the Executive Order is for “Financial Edge,” Railway Age (William “Shakespeare” Vantuono) covered that topic in good stead. Perhaps next month, the origins of the Biden Executive Order will make for an interesting read.

(Spoiler alert: Rail is an afterthought rather than an originator of this initiative.)

If that’s the “political,” this column must be about the “other.” GATX CEO Brian Kenny made a fairly bold statement in GATX’s second-quarter release on July 20: “Absolute lease rates … increased for the fourth quarter in a row … We expect these favorable trends to remain for the rest of this year” (italics added).

WOW! Optimism from an operating lessor! That’s so 2014! Cue Pharrell Williams!

In the June Railway Age “2021 Guide to Equipment Leasing,” high scrap rates and finished steel cost were highlighted as impact factors for lease rates that had not created measurable impact in the overall marketplace. Heading into the second half of 2021, that may be starting to change.

This is good news for railcar lessors. It demonstrates that lease rates (which have languished for years) can actually rise as a result of market conditions. That is a welcome change for some new entrants in the market that have never seen the historically plum lease rates associated with an uptick in demand.

Before the orchestra starts playing Happy Days Are Here Again, the current 8 Railway Age // August 2021

rate increases highlight North American railcar leasing market difficulties.

Stop if you’ve heard this before: Railcar demand is driven by railcar loads.

The more freight being moved by rail, the more railcars are needed to service this demand.

General freight loadings languish below 2019’s pre-pandemic levels (top chart, at right). This is not just microprocessors hindering auto production (bottom chart, at right). Even with intermodal’s strength above 2019 levels, the rail freight market needs increased loadings from today’s levels.

With hot rolled steel prices projected to hold at current levels until mid-2022, the focus of railcar users has shifted to older assets. Mix in a hot summer and natural gas above $3.50/MMBTU, and railcar lessors are seeing measured price increases across almost all segments, including out-of-favor railcars such as coal and small cube hoppers for sand. This makes Brian Kenny’s prognostication a fairly sure bet for the remainder of 2021.

That’s about where the good news stops.

Railcar owners want increasing demand for assets in an expanding market. Instead, today’s market offers a lidocaine (active ingredient in Bactine®) style superficial sense of growth without sustainability.

Furthermore, consider the plight of the railcar manufacturers. The pandemic jab gets crossed with outrageous raw material prices. Used car lease rates (benefiting the leasing side of the house) and increases in railcar demand will consume some of the inventory of existing railcars, but not enough for a significant increase in new car orders in 2021. (As of July 1, there are

360,000 railcars in storage.) When steel and scrap prices gravitate to their traditional mean, unless railcar loadings increase, new railcar prices will begin to decrease. Once new railcar prices drop, lease rates on all railcars are likely to slide back down again.

Railcar leasing and railcar manufacturing are tough businesses made tougher by a market that craves growth and often finds growth to be ephemeral. Industry veterans at these companies searching for the symbiosis needed between railroad pursuit of, and customer demand for, railcar loadings know that the market can be fleeting and fickle. In a moment of brightness, the future remains uncertain.

In the meantime, scrap while the scrapping is good, and book those higher lease rates.

Got questions? Set them free at dnahass@ railfin.com.

DAVID NAHASS President Railroad Financial Corp. railwayage.com

SIT AND LISTEN William C. Vantuono Railway Age

Bill Wilson

Railway Track & Structures

Railway Age, Railway Track & Structures and International Railway Journal have teamed to offer our Rail Group On Air podcast series. The podcasts, available on Apple Music, Google Play and SoundCloud, tackle the latest issues and important projects in the rail industry. Listen to the railway leaders who make the news.

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AMTRAK

CHARGES FORWARD

The Cummins-powered ALC-42 from Siemens will soon be the standard-bearer of the longdistance locomotive fleet.

BY WILLIAM C. VANTUONO, EDITOR-IN-CHIEF

10 Railway Age // August 2021

F

ifty years ago, fledgling Amtrak applied a livery similar to the one shown here to its first locomotive, no. 4316, a tired EMD E-8 inherited from the equally worn-out Penn Central. A one-off experiment, this livery has resurfaced in heritage glory on ALC-42 no. 301, the second of an initial order of 75 that is replacing the General Electric-built P40 and P42 “Genesis” fleet on the National Network. Amtrak has options to acquire an additional 100.

Siemens Mobility and Amtrak developed the ALC-42, which stands for “Amtrak Long-distance Charger, 4,200-horsepower.”

Based on the Siemens Vectron series diesel and electric locomotives used in Europe and incorporating elements of the ACS-64 electric locomotive operating on the Northeast Corridor, the ALC-42 is similar to the 4,400-hp SC-44 Charger locomotives purchased by several state agencies and operated by Amtrak. Key differences are 2,200-gallon fuel capacity for longer routes and increased HEP generating capacity for larger train consists. Amtrak also points to longer maintenance intervals, made possible in part by de-rating the prime-mover to 4,200 hp. The nose, which is actually much more attractive than the SC-44’s, is designed to enhance safety and simplify repairs in the event of a minor front-end collision.

The ALC-42 is equipped with PTC (Positive Train Control), CEM (Crash Energy Management), IGBT power inverters and AC traction, and is geared for a maximum speed of 125 mph. A static inverter operating off the prime-mover supplies HEP. The locomotive also features dynamic braking with regenerative capability, allowing it to divert power generated by dynamic braking away from resistor grids to HEP and onboard locomotive auxiliary power demands.

The heart of this new Charger is the 16-cylinder, EPA Tier 4-compliant fourstroke Cummins QSK95 high-speed diesel engine. SCR (Selective Catalytic Reduction) reduces NOX (oxides of nitrogen) by about 90% and PM (particulate matter) by 95%, while providing a savings in diesel fuel consumption. The SCR system’s diesel exhaust fluid tank capacity is greater than that of the SC-44.

Thus, following three decades of faithful service, Amtrak’s now-iconic Genesis fleet has a worthy successor in the ALC-42. railwayage.com

Amtrak

LOCOMOTIVES Locomotives

Locomotives

EMD’s 6,000-hp SD90MAC, introduced in 1995 and powered with GM’s H engine, suffered from reliability problems.

Most were re-powered.

MANAGING TECHNOLOGY

NINE

MISCONCEPTIONS Is “new” always better? Does it have intrinsic value? Not necessarily.

EMD

A

BY MICHAEL IDEN, P.E., CONSULTANT, TIER 5 LOCOMOTIVE LLC

significant part of my multi-decade railroad (now post-retirement consulting) career has involved managing or participating in many technology experiments and “first-customer launches” of new locomotive models.

The “experiments,” which had varying degrees of success, included improving wet-weather adhesion of high-adhesion six-axle units in the 1990s; operating the first 150-car Western coal trains with railwayage.com

end-of-train units controlled by Locotrol™ (now known as Distributed Power); equipping the first non-turbocharged switcher with Diesel Particulate Filters and road units with exhaust aftertreatment, well before Environmental Protection Agency (EPA) regulations would have required DPFs or aftertreatment on locomotives; and creating the first turbocharged road units equipped with Exhaust Gas Recirculation to reduce oxides of nitrogen (NOx) before EGR became the technology choice of most locomotive builders

for achieving EPA Tier 4 emissions.

The “new locomotive launches” (first customer railroad) included the first EMD GP50s; the first GE Dash-9s; the first GE AC4400s in Western coal service; two models of 6,000-hp units (GE’s AC6000CW and EMD’s SD90MAC); the largest fleet of Green Goat™ diesel-battery hybrid switchers; development of the first and largest fleet of Genset multi-engine switchers meeting EPA Tiers 2, 3 and 4; the first single-diesel-engine Tier 4 switchers from multiple manufacturers; and now a new August 2021 // Railway Age 11

zero-emissions battery-electric switcher.

The list of “new technology projects” includes integrating LOCOTROL™ and electronic air brakes; identifying braking deficiencies with the earliest double-stack container cars; effectively using remote locomotive diagnostics; field testing Electronically Controlled Pneumatic (ECP) brakes; developing and implementing networked trackside detectors to statistically predict roller bearing failures before they could overheat; installing Positive Train Control (PTC) on locomotives when PTC itself, overall, was still a “work in progress.”

I don’t have space here to detail each and every locomotive, project or technology attempt, but the outcomes ranged from “very successful” to “troublesome” to “not good,” which sounds like a random distribution of outcomes. But I’ve learned over time that randomness was not at play; that some new locomotive models and new technologies could and should have been managed differently (or, unfortunately, maybe not even started). Here is a quotation from 72 years ago that can describe 12 Railway Age // August 2021

the mixed outcome of those projects: “The road of discovery, in whatever field, can always be recognized by the ‘bleached bones’ of those who failed to make the grade, for it takes not only courage, but extraordinary endurance to sustain the voyager.”

Based on that statement, “courage and endurance” are important attributes in managing new technologies, and new locomotives. But is that all you need? In my opinion, no.

The comment above was made in 1949

by Lisle F. Small, Director of Research, Lima-Hamilton Company. A former Navy propulsion engineering officer, Small was leading Lima-Hamilton’s effort to surpass diesel-electric locomotive developments by bigger diesel locomotive builders by transitioning to gas turbine-electric locomotives using a free-piston gasifier (a crankshaft-less engine with dual-acting pistons) to produce combustion gas for the turbine. Lima-Hamilton was the smallest U.S. locomotive builder, and it survived only two-plus years after Small wrote his paper (having built only 174 diesel-electric

locomotives and none with free piston gasifiers by Sept. 11, 1951).

Too often, those of us charged with finding, exploring, recommending and obtaining approval to spend corporate funds and implementing “new locomotives” (and/or new technologies) may find ourselves deep into heavily and repeatedly modifying (and sometimes dismantling and disposing of) “unsuccessful” locomotives or technologies.

There are many contributory reasons for such failures. I’m going to provide you with nine, drawing upon the experience of the former staff executive for corporate technology planning at General Electric in the 1980s, Lowell W. Steele. He first wrote about this in the Harvard Business Review in 1983 and later published a book, Managing Technology (1989, McGraw-Hill), that defined nine managerial misconceptions about technological change that often damage attempts to adopt and use new technology.

Following are summaries of Steele’s nine misconceptions and the corresponding “realities,” along with some locomotive railwayage.com

Union Pacific

Locomotives

Locomotives and railroad technology examples.

MISCONCEPTION 1: “BEST POSSIBLE” DETERMINES THE CHOICE OF ANY TECHNOLOGY. The reality is that choosing “what is good enough” will always greatly reduce risk.

People involved with creating technologies can “fall in love” with something new that actually may have little or no real value to the customer, the ultimate user. A locomotive builder once offered my railroad “more dynamic braking effort” on new AC locomotives. We declined the “enhancement” because additional DB effort was only marginally useful, as maximum dynamic braking force is limited by operating rules to avoid excessive buff forces that can lead to derailments.

railroads originally saw AC traction as being simply a lower-cost, less-failureprone motor technology, compared with the legacy DC traction motors. Reduced motor maintenance by itself, however, would produce a dismal return on investment for an AC locomotive likely to cost more up front. The decisive tipping point for AC traction was asking, “Can we haul more tonnage and thus earn more revenue with lower locomotive fuel and maintenance costs with fewer AC locomotives?”

MISCONCEPTION 3: TECHNOLOGICAL ADVANCES OR DISCOVERIES USUALLY GET ADOPTED, EVENTUALLY. The reality is that most “new” technologies never succeed, and in fact they should not succeed.

introduced on locomotive engines in the 1990s to improve fuel consumption and reduce exhaust emissions. The two major manufacturers as well as many railroad customers had major “learning curve” experiences with EFI. One manufacturer chose a quickly “upscaled” version of an automotive EFI system; the other an EFI from an offshore supplier. Railroads and the builders learned much about maintaining EFI in the first decade of operation.

Similarly, some railroads generally expected they could maintain ultra-lowemission multi-engine Genset switchers equipped with “fussier” high-speed truck-derivative diesel engines similar to maintaining older locomotives. GP38-2s (manufactured between 1972 and 1986) and similar locomotives may be “bullet proof ” and easily maintained, but their

The road of discovery, in whatever field, can always be recognized by the ‘bleached bones’ of those who failed to make the grade, for it takes not only courage, but extraordinary endurance to sustain the voyager.

Generally speaking, what is “good enough”? Only the ultimate customer (the end user) can determine that. Therefore, as both technology managers and technology customers, we must persistently ask, “Do I really need this ‘best possible’ feature or level of performance, complexity or newness?”

Government agencies often provide financial incentives (grants, etc.) for “new technology solutions,” but with accelerated schedules that assume “success will come quickly.”

A railroad designed, built and briefly tested an experimental “all battery” switcher, claiming it to be “the world’s first.” The experimental locomotive was then redesigned and rebuilt and never succeeded. In reality, 126 battery locomotives were previously built and operated on standard gauge railroads in the U.S. between 1920 and 2014 (compared with more than 140,000 diesel-electric locomotives). Were all “lessons to be learned” about propulsion batteries recognized and understood before launching this locomotive?

MISCONCEPTION 2: TECHNOLOGY IS ALWAYS CHOSEN AFTER RATIONAL ANALYSIS. The reality is that any successful technology is always determined largely by “industry convention” and limited by past practice.

Why did North American railroads lag their European counterparts in embracing AC traction? The North American

MISCONCEPTION 4: THE ORIGINAL “DISCOVERY” IS THE BIGGEST HURDLE, AND “DOWNSTREAM EFFORT” WILL ULTIMATELY BRING SUCCESS. The reality is that we usually know little about new technologies, and a lot of time, money and effort will be required to overcome the inevitable negative factors.

Electronic fuel injection (EFI) was

railwayage.com

exhaust emissions and fuel efficiency continue to be debated.

MISCONCEPTION 5: NEW TECHNOLOGIES HAVE INTRINSIC VALUE. The reality is that only the customer— for example, locomotive users such as a railroad’s transportation department in combination with mechanical and marketing—can determine the true value of a new locomotive or technology.

One locomotive builder worked for a decade-plus to develop its own diesel locomotive engine while also persistently believing that gas turbines would ultimately become the dominant locomotive power plant. Turbines never got a foothold.

MISCONCEPTION 6: RADICALLY NEW ADVANCES IN TECHNOLOGY WILL PREVAIL. The reality is that new is not necessarily better.

In the late 1960s, Rolls-Royce in the U.K. August 2021 // Railway Age 13

Locomotives designed the RB211 high-bypass fan jet engine, and Lockheed designed the L1011 triple-engine wide-body airliner around that engine. Rolls Royce chose lightweight composite carbon fiber as the material for the engine’s massive fan blades, but discovered late in the program that the blades would shatter during the “bird strike” test (chicken carcasses shot into the engine from an air cannon). This delayed RB211 engine production; set Lockheed’s airliner project behind schedule, pushing it into the number three market position behind Boeing and McDonnell-Douglas; and ultimately led to Rolls-Royce going bankrupt. The RB211 engine family ultimately became successful (ironically powering Boeing 757s), but only after great engineering, economic and commercial turmoil.

In our industry, gauge-face and topof-rail lubrication to reduce rolling resistance and improve fuel efficiency has been in existence for decades (one industry researcher devoted most of his career to it), but the industry continues seeking improvements—which is desirable— and eliminating some performance and maintenance issues.

MISCONCEPTION 7: A NEW TECHNOLOGY’S SUCCESS IS DETERMINED BY ITS UTILITY, POWER OR UNIQUENESS. The reality is that infrastructure—or, more often, the lack of it—will determine success or failure.

Currently, major attention is being given to hydrogen fuel cell and all-battery locomotives to decarbonize railroads. Very little if any discussion is addressing their unique infrastructure demands.

Hydrogen today is “manufactured” using steam-methane reforming, a process using natural gas as the energy input.

While “clean” hydrogen is produced, the process itself releases large amounts of carbon dioxide (CO2), the primary greenhouse gas contributing to climate change.

To allow fuel cell locomotives to be truly “zero carbon” will require large production facilities to produce “green hydrogen,” such as hydrolysis powered by all-renewable electricity; or “blue hydrogen” using carbon capture and sequestration technologies still in development. And hydrogen as a locomotive energy source will have to 14 Railway Age // August 2021

be carried, onboard or in “energy tenders,” as either a cryogenic liquid (as the secondcoldest substance on earth) or a high-pressure gas. Both approaches are possible. But this points to the need to design, develop, fund and install a large-scale hydrogen infrastructure for railroads.

Similarly, large all-battery electric locomotives will require massive recharging systems that don’t exist today to be timecompetitive with refueling a road locomotive with 5,000 U.S. gallons of fuel in only 15 minutes.

Large all-battery electric locomotives will require massive recharging systems that don’t exist todAy. MISCONCEPTION 8: A TECHNOLOGY’S PROGRESS COMES LARGELY FROM IMPROVING PERFORMANCE. The reality is that progress requires standards, constraints and a state of normalcy (“routine”).

In a highly regulated industry like railroading, this requires expeditious establishment of industry standards and government regulations enabling rapid commercialization. And a “state of normalcy” can often be at odds with how railroaders think and behave. Two examples come to mind.

• Locotrol™ (the earliest predecessor of today’s Distributed Power) largely languished for 30 years from inception in the 1960s until the mid-1990s.

Why? Most railroads lacked vision about using the technology, so “normalcy and routine” prevailed.

• ECP brakes were first tested in the 1990s, but the industry (railroads, suppliers and car owners) had no clear and

cohesive economic reason to invest in ECP. The FRA’s Brake System Safety Standards (regulations in 49 CFR 232) were not changed to ref lect ECP’s technical advantage over conventional air braking until late 2008—18 years into the effort— when train air brake inspection intervals were increased from 1,000 or 1,500 miles to 3,500 miles for trains equipped with ECP brakes. But even then, ECP never gained a foothold in North America.

Why? The PTC mandate was passed by Congress the very same day that the longer inspection distance was allowed for ECP brakes. Guess where investments (billions of dollars) were made. And PTC itself rapidly went far over budget and years behind schedule.

MISCONCEPTION 9: ANY NEW TECHNOLOGY CAN SIMPLY BE GRAFTED ONTO OR INTO AN EXISTING BUSINESS. The reality is that any new product or technology must be created simultaneously with changes to an existing business system or creation of an entirely new business system.

Lowell Steele cites dieselization of U.S. railroads (1940-1960) as an example of this paradox. Diesel-electric locomotives were more complex and involved new technologies for railroads, such as diesel engines and extensive reliance on electrical generators and motors. Railroads inefficiently attempted to inspect, repair and maintain diesel locomotives inside shops built for steam locomotives. And railroad labor forces had to be retrained or hired along with diesel-specific tools and procedures.

In fact, entire shop crafts such as boilermakers were eventually eliminated.

Another example involved the introduction of AC traction to Western coal trains in the U.S. in the early 1990s. While three AC locomotives could replace four or five older DC locomotives pulling 115-car coal trains, the trains themselves could not be lengthened (to haul more coal at lower cost) because more AC locomotives (with more tractive effort) would break coupler knuckles at the front of longer and heavier coal trains.

The real advantage of AC locomotives came about only by combining AC traction with Distributed Power, placing the railwayage.com

Locomotives additional AC locomotive unit(s) at the rear end or at mid-train, to reduce coupler forces. And infrastructure also had to be improved: longer loading tracks at coal mines, longer unloading tracks at power plants, and longer main line passing sidings to accommodate coal trains up to 140 cars long as compared with the traditional 115 cars. The business of moving coal involved infrastructure owned by three industries: mining, railroad and power generation.

Locomotive technologies, train operations, marketing and customer relationships all had to be changed.

I find Misconception 9 to be prominently present in many media reports and commercial presentations about hydrogen fuel cell and battery-electric locomotives. Zero-carbon and zero-emission locomotives involve and require much more than just the hardware above the wheels. Remember the new shops, skills and tooling required after World War II for diesel locomotives? Diesel locomotive shops are generally not “white glove” workplaces. The recent introduction of “High Pressure Common Rail” fuel injection systems on EPA Tier 3 and Tier 4 locomotives has forced railroads and their shop people to treat HPCR components almost like crankshaft bearings, with strict requirements for lint-free work towels and a near-total absence of airborne dirt that can cause high-pressure fuel leaks on microscopically polished pipe seals. Hydrogen

railwayage.com

fuel cells are very precise and clean devices, extremely intolerant of contaminants such as dirt, oils, and even ordinary tap water containing dissolved minerals. How about lint-free white gloves?

The use of highly flammable hydrogen will also require future fuel cell locomotives to be maintained differently than diesel locomotives. Various codes and standards must be followed.

For example, garages servicing gasfueled motor vehicles are required to be equipped with sparkless electrical switches and motors and ceiling heaters without open flames are prohibited from having “hot welding” (imagine a locomotive shop without torches!) and must have improved rates of ventilation (faster turnover of a building’s internal air) to minimize the risk of explosions, damage and injury in the event of igniting gaseous fuels mixed with air. Shops for hydrogen fuel cell locomotives will be similar. In addition to improved ventilation, shops may have to be modified with blowout panels in exterior walls to prevent accidental gas ignition from collapsing walls. I’m not saying that hydrogen cannot be a safe energy source for locomotives; it does, however, have more critical safety requirements than even natural gas.

Several U.S. and Canadian railroads learned much of this from their research programs with liquefied natural gas (LNG) and dualfuel diesel locomotives.

An expanded discussion of

“dissatisfaction” with new locomotives and their technologies will be the topic of a presentation at the October 2021 conference in Texas of the Locomotive Maintenance Officers Association (LMOA).

Take heed of Steele’s misconceptions and realities about technological change.

Massive investments in new locomotives and their technologies (and sometimes even personal careers) can encounter significant but usually avoidable headwinds.

Have plenty of courage and endurance.

But avoid those misconceptions.

REFERENCES • Society of Automotive Engineers (SAE) technical paper 490082, “Free Piston Gas Generator Brightens Gas Turbine Future,” June 1949.

• American Society of Mechanical Engineers (ASME) technical paper JRC20143805, “Battery Storage of Propulsion Energy for Locomotives,” 2014.

• ASME technical paper JRC2021-1030, “Battery Electric Locomotives & Battery Tenders: Operational & infrastructure Challenges to Widespread Adoption,” 2021.

• National Fire Protection Association (NFPA) Standard Number 2, “Hydrogen Technology Code.”

• ASME technical paper RTDF2012-9409, “Liquefied Natural Gas (LNG) as a Freight Railroad Fuel: Perspective from a Western U.S. Railroad,” 2012.

August 2021 // Railway Age 15

Locomotives

RUSSIA:

BIGGER IS BETTER

16 Railway Age // August 2021

railwayage.com

M

Locomotives

The GEVO12-equipped, three-section 3TE25K2M is among the world’s most powerful diesel-electric locomotives.

BY ALEX LUVISHIS, PH.D.

railwayage.com

Wikipedia Commons

any of the world’s railways use a distributed traction system (Distributed Power) to drive heavy trains. The most common system in North America is General Electric’s (now Wabtec) LOCOTROL™. The railways of China and Russia have systems of their own design. Most of their locomotives are six- and eight-axle units equipped with distributed traction.

Distributed traction, which makes it possible to use several locomotives placed throughout a train, allows an increase in train weight and length without increasing the power of a single locomotive. This system began to be widely used on the railways of the world only at the end of the 20th century.

In the early 1950s, the transition from steam to electric and diesel locomotives began in the Soviet Union. But such locomotives were inferior to the best steam locomotives in terms of power, and the first traction force distribution systems were 40-50 years away. Therefore, the task of increasing power was relevant.

Soviet railways solved the problem of increasing electric and diesel locomotive power with two-section locomotives. The first of these were the electric locomotives of the N8 series produced at the Novocherkassk plant. The first two-section diesel locomotives were TE3s produced at the Kharkov plant.

Later, the Soviet railways began to produce three- and four-section locomotives. The most powerful diesel locomotive produced in the 20th century was the 4TE10S 24-axle diesel locomotive with an output of

August 2021 // Railway Age 17

Locomotives 8,824 kW (11,833 hp) produced at the Luhansk plant in 1983. The length of the locomotive was 68 meters (223 feet); the adhesion weight was 414 tons. A total of 25 4TE10S units were produced; they operated on the BAM (BaikalAmur Mainline).

Multi-section diesel locomotives are still used on RZD (Russian Railways). The modern fleet of freight diesels consists of 75% 12-axle, 15% 18-axle, and only 10% single-unit. About 33% have an output of 4,500 kW (6,000 hp).

The most powerful diesel locomotives in China are the HXN3 (4,700 kW, 6300 hp) and HXN5 (4,660 kW, 6,250 hp). The most powerful diesel locomotives in India are the WDG6G (4,470 kW, 6,000 hp). In the 21st century, the need to increase the power of Russian diesel locomotives is determined by an increase in the weight norm of trains on BAM. Russia’s largest railway is the fully electrified, 9,288 km (5,760-mile) Trans-Siberian Railway. BAM is the second-largest, at 4,287 km (2,660 miles). This railway runs north of the Trans-Siberian, and in some sections parallel to it. It begins at the Taishet station,

bends around Lake Baikal from the north, crosses the great rivers of Siberia in Bratsk and Ust-Kut and the Amur in Komsomolsk on the Amur. The terminal station is Sovets-

multi-section diesel locomotives are still widely used on russia’s national railway system. kaya Gavan, located on the Pacific Coast.

BAM crosses seven mountain ranges and 11 large rivers, with no fewer than 2,230 bridges.

The highest point is the 60-km (37-mile)

1_2pgHorzWrkStTraining2019.qxp_Layout 1 7/17/19 10:00 AM Page 1

Mururin Pass at an altitude of 1,323 meters (820 feet) above sea level, with a steep ruling grade. The 838-km (520-mile, about 20% of the BAM) Taishet-Ust-Kut section is electrified with 25 kV, 50 Hz AC, so about 80 requires diesel locomotives.

Ambient temperature varies greatly. The average annual air temperature is only 7.8 degrees C (46 degrees F), and the absolute minimum is –58 degrees C (–72.4 degrees F).

It is below 0 degrees C (32 degrees F) between 196 and 209 days annually.

Revenue service on the BAM began in 1984. In 2014, with 3TE10M diesel locomotives, maximum train weight was increased to 4,900 tons. In 2017, with 2TE25A and 2TE25K units, train weight increased to 5,600 tons. After 2017, the task was set to increase maximum train weight to 7,100 tons. For this, the 3TE25K2M “Peresvet” diesel locomotive was commissioned. To improve reliability and increase power, GE GEVO12 engines produced in the U.S. were installed.

The 3TE25K2M Peresvet is a Russian main line three-section diesel locomotive with

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Locomotives six-axle sections (18 axles total), AC-DC electric transmission and DC collector traction motors. It was produced at BMZ (Bryansk Machine-Building Plant). Each section uses a 12-cylinder, 3,100-kW (4,157-hp) GEVO12 engine with a nominal speed of 1,050 rpm, a traction alternator of Russian production (created as an alternative to generators previously manufactured in the Ukraine, and 18 traction motors with a capacity of 350 kW (470 hp) each. Total power is 9,300 kW (12,645 hp); starting traction effort is 838 kN (188,400 foot-pounds). The design speed is 100 kph (62 mph). All this makes the 3TE25K2M among the most powerful diesel locomotives in the world.

The assembly of the first two 3TE25K2Ms was completed in February 2017. In March 2018, upon completion of the main test cycles, a certificate of conformity was obtained that allowed starting the planned serial production of locomotives of this series in threesection and two-section versions.

Traction and energy tests of the 3TE25K2M were completed in early 2021. As of January

2021, 54 units have been manufactured.

Unfortunately, due to possible sanctions imposed by the U.S. against Russia, diesel engine supplies from Wabtec may be discontinued. Under these new conditions, the only way to develop RZD diesel locomotives would be 100% localization.

RZD leadership has turned to Sinara Group and the Ural Locomotives plant to construct new diesel locomotives. Thanks to Sinara’s efforts, within a short period of time, the 2TE35A was developed, with operation to begin in 2022.

The 2TE35A is a Russian freight main line, two-section, 16-axle diesel locomotive with two eight-axle sections, AC-DC-AC electric transmission and asynchronous traction motors. Length is 48 meters (158 feet). The carbody of each section is supported by two four-axle bogies. The locomotive uses a 16DM-185T diesel engine with an output of 3,650 kW (4,895 hp) developed by UDMZ (Ural Diesel Engine Plant), and 16 TAD430 430 kW (577 hp) AC traction motors. The

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August 2021 // Railway Age 19

TECHNOLOGY FOCUS – M/W and MECHANICAL

PREPAREDNESS PAYS OFF

BY MARYBETH LUCZAK, EXECUTIVE EDITOR

t may be summer, but planning ahead—from investments to inspections to staged resources—is how railroads, large and small, ensure they’re ready to continue safe operations when temperatures drop.

“With the vast majority of our 113 North American railroads above the U.S. Sun Belt region, winter preparedness has always been a priority at Genesee & Wyoming operations— even before the term ‘polar vortex’ became

20 Railway Age // August 2021

part of our everyday vernacular,” says Director of Corporate Communications Tom Ciuba.

Communication is key. As part of its planning efforts, G&W ensures that employees have all the necessary PPE for the season— spikes or winter overboots, cold-weather industrial gloves, jackets, hats, etc.—and that all properties undergo general maintenance and housekeeping to remove standing water or debris that can cause slipping or tripping hazards in yards once snow falls; stock up

on salt or sand; maintain designated walkways and lots; and service any snowblowers or other tools that keep track clear, according to G&W Senior Vice President of Operations Support Andy Chunko.

Union Pacific (UP) continually monitors and adjusts its winter action plans. From Mechanical and Service Design to Operations, each group has a “playbook.” “The regions, along with coordination from other departments—including our Harriman railwayage.com

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For railroads, keeping ahead of the next “polar vortex” means boosting communications and partnering with shippers, other carriers and suppliers, early.

TECHNOLOGY FOCUS – M/W and MECHANICAL

Dispatch Center and our Crew Management Services—review all details of the intended plans and walk through any changes that are necessary,” spokesperson Robynn Tysver tells Railway Age. There an annual review of plans, in addition to a debriefing following any major weather event to understand what adjustments are needed, she says.

Railroads also work with shippers to prepare. G&W reminds shippers “how important it is to keep their facilities, lead tracks, yard tracks and switches clear of snow and ice,” G&W North America President Michael Miller says. “This ensures that crews can service their operations in a timely and effective manner. We also encourage customers to sand and/or salt walkways, parking lots and all paths where our and their employees railwayage.com

might walk, and we ask them to plan ahead and build extra time into their service requests due to slower operations or delays caused by inclement weather. In locations prone to extreme conditions, we work with customers to develop winter preparedness plans weeks before the seasons change.”

UP even provides winter weather preparedness tips on its website. “As part of those tips, we ask shippers with rail-served facilities to take several steps to prepare for winter weather, such as clearing and inspecting gutters, drains and walkways, and making sure they are clear of any debris,” Tysver says.

Communication with other carriers is also critical, Tysver says, “to ensure a fluid network and to utilize those relationships to continue to serve our customers in the safest way possible.”

“The three biggest areas of focus for G&W and our interchange partners during winter are communication, coordination and preparation,” G&W’s Miller reports.

“Since weather can impact service, proactive communication among rail partners allows for proper planning and scheduling. AccuWeather’s reporting systems help us to identify potential problem areas in advance, keep interchanges clear of ice and snow to ensure fluid operations, and strategically position equipment and resources at key locations to minimize service disruptions. Where possible, we also strive to keep air on trains to minimize the time it takes to ready air brakes, and we encourage connecting railroads to do the same. In the event congestion occurs, we offer switching assistance and add service as required. Last but not least, we monitor railcar delays and present a plan to transportation partners if those delays are excessive.”

Technology, too, plays a role. “Over the last 10 years, we have been rebuilding our snow spreading fleet, as well as overhauling our rotary snowplows,” Tysver says.

“Most of the West Coast spreaders have been completely rebuilt. We have also obtained a fleet of hi-rail equipped AF1 cold air blowers to clean switches and yard tracks. In the past several years, we have purchased a couple of PistenBully snow machines to push snow off the mountains in California. In addition, we have purchased several switch heaters in targeted subdivisions.”

“In colder climates, we focus on engine idling, which can burn up to 5.5 gallons of fuel per hour just to keep the engine at a

temperature warm enough to prevent damage from freezing,” G&W’s Chunko explains. To prevent this loss, G&W outfits locomotives with Auxiliary Power Units (APUs) to keep the engine-cooling water and lube oil warm.

“APUs only burn about one gallon of fuel per hour when in operation, which cuts down diesel emissions and saves on the amount of lube oil used,” Chunko notes. “When possible, we also install electrical plug-ins, which allow us to keep engines warm without idling.”

Railway Age talked with suppliers to find out their winter preparedness tips—and product delivery lead times—as well as the latest cold-combatting technologies to help railroads clear the next “polar vortex.” Their responses follow.

HOTSTART Hotstart designs and manufactures idle reduction systems that heat and circulate locomotive engine water and lubrication oil.

“We offer a variety of electric shore-power solutions ranging from 120V to 575V configurations for short haul, long haul and transit applications,” Market Manager-Railroad Casey Hall tells Railway Age. “Hotstart also manufactures APUs for applications where required shore-power is not available.

The Hotstart APU is a stand-alone dieseldriven solution that integrates with onboard AESS (automatic engine start/stop) systems to reduce idle times, save fuel, reduce oil consumption and charge batteries.”

To prepare for the season, Hotstart recommends that railroads perform maintenance on existing equipment per operation manuals, as well as a “first run” procedure to verify proper operation, Hall says. “Common replacement components and wear items should be thoroughly inspected and replaced as needed prior to first run. For new equipment, we recommend customers allow enough time to purchase, deliver and install equipment prior to harsh weather conditions. Additionally, train crews should be trained on proper installation/utilization of such equipment prior to being put into service.”

NEW YORK AIR BRAKE “As we develop new products and solutions, ensuring they operate at low temperatures in a reliable way is one of our key requirements,” NYAB Director of Marketing Deepak Kumar tells Railway Age. Railroads must be able to stop a train every time, regardless of operating August 2021 // Railway Age 21

TECHNOLOGY FOCUS – M/W and MECHANICAL

conditions or train consist makeup, he says.

NYAB supplies the DB-60 II Control Valve with Brake Cylinder Maintaining (BCM) to improve the safety and reliability of brakes, especially during the winter months. “Under extreme cold temperatures, rubber and other components within the brake system can become quite hard and lose their ability to seal air,” Kumar explains. “The BCM feature ensures that if there is air leakage in the brake cylinder, for instance, it will continue to supply air.” He likens it to an insurance policy.

The company also offers the VV1000-T Oil Free Compressor that unlike an oil compressor does not need to be kept warm, limiting the need for locomotive idling during the winter. “Our Canadian customers have really benefited from this technology, and continue to outfit their fleets with it,” reports Kumar, noting that the compressor has an eight-year overhaul cycle.

NYAB’s LD-1000 Air Dryer has a threestage filtration system to remove compressorproduced impurities and humidity from the air, according to Kumar. This is especially important, he says, so water doesn’t freeze in the system and stop locomotive operation.

On the R&D side, NYAB continues work on new rubber compounds for use in its 22 Railway Age // August 2021

pneumatic systems to increase seal reliability at lower temperatures and over longer time periods.

NVENT RAYCHEM “Even though it’s the peak of summer, this is really the time of year to test your systems,” says Bob Silva, Marketing Manager for nVent RAYCHEM, which provides deicing and snow melting solutions for contact (third) rail and switches to prevent service interruptions.

“Make sure they’re still functional, and there hasn’t been any mechanical damage. You don’t want to wait until the freezing weather arrives before you realize that systems need to be upgraded or replaced or installed.”

This is particularly important as delivery delays are common. “The supply chains have become more and more globalized in the past few years, and there are so many constraints at different locations along those supply chains that it makes it difficult to really ramp up immediately and supply products,” nVent RAYCHEM Rail Products Leader Sudhir Thorat tells Railway Age. “So you really need to plan ahead, and if you are waiting for the last minute, it’s going to be difficult to have the product available at the right time.”

That’s among the reasons nVent

RAYCHEM has been working to solidify its supply chain—even before the pandemic began. “We want to make sure that we have reliable partners to work with, and they have good quality raw materials, they have reliability in their lead times, and they support us for any customizations that customers might need,” Thorat explains. nVent RAYCHEM is now partnering with Power Resources International (PRI) to provide solutions for the transit industry, particularly through the Northeast and down to Washington, D.C. The advantage is “coupling nVent RAYCHEM’s industry-leading heating solutions with PRI’s engineering, controlling and system integration capabilities” as well as its local presence in West Babylon, N.Y., the company reports. “Today, we are in process of providing the switch heating and contact rail heating solution to the Long Island Rail Road Floral Park to Hicksville line extension.” nVent RAYCHEM is providing engineering support and heating products, while PRI is designing and supplying the control systems to keep trains running in the harshest environments.

Today, customers more often expect manufacturers to be “solution providers,” Thorat adds. “They want vendors to take ownership railwayage.com

Progress Rail

Progress Rail’s Kershaw® Model 60 is a multi-purpose machine platform that can operate as a heavy-duty snow fighter—and tackle a range of maintenance-of-way jobs.

TECHNOLOGY FOCUS – M/W and MECHANICAL of their application and provide the entire engineering package.” They also want connectivity, he says. Having controllers that can communicate through different protocols—from SCADA to the cloud—to a central location is important and has become a focus for the company.

POWER DRIVES, INC. Railroads and rebuilders alike are concerned about fuel usage, emissions, maintenance and noise pollution due to idling in the winter months. Because of this, PDI developed the PowerHouse™ idle reduction system, which allows for locomotive shutdown even in the coldest temperatures. The system heats engine oil and circulates heated coolant through the locomotive engine block and cooling system to maintain a fluid temperature above 100°F, via a diesel-fired heating unit, according to PDI. The company recently developed the PowerHouse™ Hybrid, which it tells Railway Age “completely eliminates the engine as part of the APU and powers itself directly from the locomotive battery bank. No engine on an APU was a message PDI heard loud and clear from our customer base. That’s why we developed the PowerHouse™ Hybrid.”

The Hybrid runs off of the locomotive batteries for up to seven days without starting the engine, PDI says, and does not require threephase power; when plugged into an external 120 VAC power source, the Hybrid charges the locomotive batteries.

The Hybrid requires, on average, less than 5 amps to power a

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diesel-fired burner to keep coolant and oil warm while the locomotive is shut down. It also monitors locomotive coolant system and battery “health,” sending warnings via text messaging to railroad personnel.

Because water can wreak havoc on locomotive systems, PDI says, it designed a compressed air water separator. This drop-in solution works with standard locomotive air dryers to remove water for proper locomotive function. The company’s Diesel Dehydrator™ also removes water and it filters particulates from diesel fuel. A locomotive rebuilder recently installed the system for a railroad customer experiencing issues due to the high water content in the fuel. The result: The Diesel Dehydrator™ removed 99.5% of the water, increased the fuel injector lifespan by four, and boosted overall locomotive performance, PDI reports.

PROGRESS RAIL, A CATERPILLAR COMPANY Preparing for winter is all about planning, positioning of resources and assets, and ensuring those assets are maintained and ready, Progress Rail Director of Marketing Scott Garman tells Railway Age. To help keep customers running, the company offers the Kershaw® Model 60, a multi-purpose machine platform that can operate as a heavyduty snow fighter and tackle a range of maintenance-of-way jobs. It is equipped with benching snow wings, a high output snow auger, and a high speed V plow or four-season plow with flanges. In the warmer months, the Model 60 can be used as a ballast regulator or brush cutter.

In partnership with a Canadian customer, Progress Rail recently developed and delivered the first of its new-generation high-output snow fighters, Garman reports. This machine is powered by a 415-hp CAT C9.3B diesel engine, coupled to upgraded drivetrain components including a new power-shift transmission and variable displacement traction pump and motor. It also incorporates all-new heavy-duty axles, and can transmit 30% more tractive effort than previous models, according to Garman.

Progress Rail’s Rail Blaster, a rail conditioner system, uses compressed air to help railroad personnel blow snow from the rails.

For locomotives, Progress Rail offers the EMD® AESS™. A “fully integrated software solution, it monitors critical operating parameters during locomotive idle operation—safely and effectively shutting down the engine when all factors are satisfied,” Garman says. “When any one of the predetermined limits falls outside of the target range, AESS™ will restart the engine.”

What are customers asking for? They continue to “demand more value for money, increased productivity, and reliability and fuel savings,” Garman says. “They are also eager to embrace more sustainable solutions and more and more advanced rail technology solutions connecting their assets to back-office solutions. Our Progress Rail Uptime™ suite of products is an example in this area.”

RAILWAY EQUIPMENT COMPANY “With the pressure around precision scheduled railroading, no one wants to be delayed for any reason,” RECO Executive Vice President and COO Russ Gehl tells Railway Age. To manage snow at switches, RECO offers electric hot air blowers, gas hot air blowers, hybrid systems (gas hot air blower with electric heating elements), and pan or crib heaters, among other equipment and accessories.

“We work with our customers on how they want to be prepared for winter, and have the flexibility in our engineering, design and railwayage.com

Every day, railroads depend on Progress Rail’s repowered EMD® locomotives to move freight and passengers. With technology to fit every need, including EPA Tier 3 and Tier 4 emissions and our zero-emissions Joule® locomotives, we have solutions that deliver tailored results to meet our customers’ needs. Modernizing our customers’ locomotives is just one way We Keep You Rolling.

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TECHNOLOGY FOCUS – M/W and MECHANICAL

NYAB supplies the DB-60 II Control Valve with Brake Cylinder Maintaining to improve the safety and reliability of brakes, especially during the winter months.

manufacturing team to do that,” Gehl says.

Today, railroads are most interested in snow melter performance, fuel efficiency, reliability and monitoring, he says. RECO offers Sno-NET® as well as an app to monitor and turn on and off assets, but railroads can also use them to tap into asset operation and

performance data. “They’re writing more winter protocol that’s based around the snow melters’ indications and what the weather systems are indicating, rather than dispatch just turning the unit on because it’s cold outside or because of a prediction of snow,” Gehl says. Why? “Because gas is expensive;

electricity is expensive.”

RECO provides small-profile electric units for transit customers, including Montreal’s REM (Réseau express métropolitain) project, all the way up to large bungalow-enclosed gas hot air blowers for Canadian Pacific, where they are tying into the Sno-NET site for ongoing snow melter monitoring since it’s a challenge to get to certain sites, Gehl says.

Among RECO’s newest offerings are fiberglass covers for hotbox detectors to help keep snow out and some of the heat in. “We have a new design that we’re very excited about,” Gehl says. More cost-effective, it will help make covers easier to install and reinstall, he says.

On the R&D side, RECO is looking to modify tie ducts to make them lighter weight and more cost effective as steel prices rise.

Gehl advises railroads to be ready the winter season earlier than ever, as equipment lead times are longer. “As the year has progressed, we have come into more struggles,” he says. “And in the past two months, we’re having ongoing conversations with

WHEN WINTER HITS, HIT BACK.

RENTAL SYSTEMS, INC. 26 Railway Age // August 2021

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TECHNOLOGY FOCUS – M/W and MECHANICAL railroads about how the supply chain looks so they can plan for installs.” RECO’s engineering team is spending more time making sure parts are available, too. Gehl says they’re more often asking questions like: “Can we use this gas style that’s also approved to utilize in a snow melter if our current supply is out?”

THERMON Electric hot air blowers, gas hot air blowers and calrods (elements that clamp directly to the running rail) are among the products Thermon offers to mitigate snow and ice conditions at the switch. “A good rule of thumb is if you’re within 100 miles of I-70 or north of that 100-mile band, you’re probably going to consider installing one of these appliances,” Business Development Manager-Rail Ben Lecher says.

The advantage of gas hot air blowers is capacity. “They are far and above any other technology from an output standpoint,” Lecher says. “When it comes to the ability to melt a lot of snow in extreme climates, they are unparalleled.” The cons: They take up more space than the other two options and require both gas and electric utility sources since they have electric controls and electric solenoid valves, for example.

Customers are looking for connectivity and greater operational efficiency, Lecher says. That’s why Thermon has partnered with third-party vendors to provide connectivity solutions when required, and installs devices such as rail temperature thermostats to derate heaters if track is sufficiently warm, for instance. Lecher also reports that one transit customer is adopting hybrid technology: installing both calrods and gas hot air blowers. They regularly run calrods, but if there is a substantial snowstorm, they’ll divert to gas hot air blowers.

Lead times for Thermon products—like those for other manufacturers—have grown, Lecher says. “I would encourage railroads to do their inspections and get their switch heater needs for this-coming heating season sooner rather than later.” And until the global supply chain changes, “they probably almost need to be thinking about next winter when they’re concluding this winter,” he says.

THERMOMEGATECH ThermOmegaTech’s GURU® railwayage.com

Plugs

help

protect locomotive cooling systems from freeze damage, according to Dana Logue, Railroad Product Manager. Installed on locomotive engine-coolant water storage tanks and water-cooled compressors, they automatically monitor water temperature. The plug’s thermal actuator senses water temperature and snaps open when the engine is shut down and temperatures are close to freezing. “This allows for the system to drain before freeze damage can occur,” explains Logue, who notes that the plugs “are completely mechanical and require no electrical or air connections to operate, and will protect your investments all winter long.”

Since customers request different connection types for their GURU® Plugs, ThermOmegaTech offers the GURU® DL 2.1 and Magnum GURU® plugs in various configurations, including “in a tee or cross body, with different flange styles such as grooved flanges and gasket seals, flat-faced flanges, or a combination of both,” says Logue. More recently, ThermOmegaTech added a cross-style body with a 1-1/4 Male NPT to a 1/4 Female plug to its product line, based on customer feedback. Additionally, all GURU® Plugs are available with anti-tamper domed caps to prevent tampering with the valve resetting stem.

The company also offers freeze protection for passenger cars. “The GURU® PC thermostatic valves continuously monitor ambient temperatures and will automatically drain the car’s potable water system before freeze damage can occur,” Logue says. “Once the car heat is restored, the value will modulate closed, allowing for the tank to be refilled before returning to service.”

ThermOmegaTech recommends that customers change out GURU® Plugs every 18-24 months “to ensure optimal performance and avoid nuisance dumps.”

WABTEC There are several technologies Wabtec provides to keep locomotives running during the winter months. Among them are Advanced Rail Cleaner, “a hardware- and software-based solution that improves adhesion and related tractive performance”; Thermostatically Controlled Intercooler System on Air Compressor to prevent freezing; and AESS improvements to support the engine during sub-freezing temperatures. Wabtec

also offers various heaters to prevent moisture freezing in brake systems.

“We work with customers to evaluate product performance across all operating ranges and have developed some unique solutions to protect the compressed air system in extreme weather from freezing up,” Wabtec says. “Additionally, the Evolution Series Tier 4 locomotive performs exceptionally well in extreme cold, making full horsepower down to a recorded -46°C due to the superior design of the engine-charged air system.”

ZTR CONTROL SYSTEMS ZTR offers the Locomotive Battery Saver System, which “adds intelligent logic to managing energy onboard the locomotive”; SmartStart®, an AESS system; and KickStart™, “a supercapacitor technology that augments the lead acid starting battery,” providing “standby” energy, Sales Director Brian Nelson tells Railway Age. The company is introducing the ability to monitor SmartStart® and KickStart™ through telematics. Customers want to understand what’s happening on their mature locomotive fleet—outside of the 91-day and 182-day inspections, Nelson says. “So we’re working hard to provide them with insight.” Software updates can also be pushed out to the locomotives, rather than performed during inspection periods.

Historically, ZTR has been known for work in the low-horsepower shunting and switching market, but with its more recent KickStart™ product, it has found a foothold in the high-horsepower market, according to Nelson. “There are a couple of Class I’s that have been very prescriptive in identifying which of their high-horsepower units are bad actors [from a starting perspective], and they’re finding KickStart™ to be a nearly 100% solution for them,” he says. KickStart™ is now entering pilots in ZTR’s export markets, including South America, Europe, Australia and New Zealand.

On the R&D front, ZTR is looking into alternative battery chemistries that are stable; don’t require maintenance; and could be combined with its supercapacitor technology in a single unit, Nelson says. “This way, we could deliver both the starting capability with a battery product, but also have the supercapacity standby capability.”

August 2021 // Railway Age 27

People DAVID SCOREY

Keolis North America HIGH PROFILE: Keolis Commuter Services Chief Executive Of-

ficer and General Manager David Scorey on July 8 was promoted to President and CEO of Keolis North America and named to the Keolis Group’s Management Committee. He replaces interim CEO Clement Michel, appointed Keolis Group Director of Human Resources and Transformation on May 3. Scorey was named interim CEO of Keolis North America on May 3. With 30 years of experience in the public transport sector, Scorey is tasked with developing Keolis’ activities in the U.S. and Canada. A native of Britain, he began his career as an apprentice mechanical engineer before progressing to supervisory and management roles in England’s rail industry with companies including British Rail, Intercity West Coast, Virgin Trains and Alstom in the U.K. In 2004, Scorey joined Southern Railway, where he held various roles including Head of Fleet, Operations Director and interim Managing Director from 2014 to 2016.

In 2016, Scorey joined Keolis in the U.S. and became CEO and General Manager of Keolis Commuter Services, the Keolis Group subsidiary contracted to operate and maintain the Massachusetts Bay Transportation Authority (MBTA, Boston) commuter rail network, which carries more than 127,000 daily passengers in Boston and its suburbs.

“Under his leadership, Keolis implemented a plan to improve Boston’s rail network, improving on-time performance, increasing network ridership and upgrading infrastructure for the passengers’ benefit,” the company said.

“David Scorey’s expertise and knowledge of public transport issues will bring the Group to a new level in the development of its North American activities, with a view to offering more sustainable and innovative transport solutions to public transport authorities and passengers,” said Keolis CEO International Bernard Tabary.

J

effrey Stevens has been elevated to the new position of Senior Vice President of the ENSCO Surface Transportation Group (STG). The newly created STG comprises the Applied Technology and Engineering Division, Railway Technology Division, and the ENSCO Rail, Inc. and ENSCO Rail Australia, Pty Ltd. subsidiaries. According to ENSCO, the group “will support further growth of ENSCO’s railway business and expansion into other modes of surface transportation.” Stevens joined ENSCO 20 years ago, and served most recently as Vice President of the Applied Technology and Engineering Division, ENSCO Rail and ENSCO Rail Australia. Kevin Pruett has taken on the new position of Senior Vice President of the newly created ENSCO Aerospace and Engineering Group (AEG), which consolidates ENSCO Aerospace Sciences and Engineering Division and the ENSCO Avionics subsidiary. He served for more than 17 years as Vice President of ENSCO’s Aerospace Sciences and Engineering Division.

“The creation of these groups and the promotions of Kevin Pruett and Jeff Stevens 28 Railway Age // August 2021

were in response to evolving market and business conditions that have brought ENSCO new opportunities,” ENSCO President Boris Nejikovsky said. “Under Kevin’s leadership, the new Aerospace and Engineering Group will focus on bringing systems engineering, architecture, software, cybersecurity and IV&V solutions to the government and commercial aerospace markets.

Jeff ’s leadership will allow ENSCO to continue our support of government, commercial and international rail customers and to successfully pursue opportunities in the broader surface transportation market.”

Calgary’s Green Line Board has appointed Darshpreet S. Bhatti to lead the LRT project, effective Aug. 16. Prime Minister Justin Trudeau of Canada on July 7 confirmed the government’s investment of C$1.53 billion (US$1.22 billion) in the project, making good on the commitment that was announced in May 2018. Calgary is taking a phased approached to construction. Phase 1 consists of 18 kilometers (11.2 miles) of LRT from Shepard (126 Avenue S.E.) to Eau Claire, connecting

the southeast to downtown and into the existing Red/Blue lines. This phase includes bus rapid transit improvements along Centre Street to 160 Avenue, and a Maintenance and Facility Station at Shepard. In May 2021, PCL Construction Management Inc. was selected as CM contractor. Construction is anticipated to begin in 2021.

Phase 2 consists of 2 kilometers (1.2 miles) of LRT from Eau Claire to 16 Avenue North.

Bhatti has served as Vice President of the Hurontario Light Rail Transit Project for Metrolinx since 2017. Throughout his career, he has been responsible for leading other major projects including the Region of Waterloo Rapid Transit (LRT/BRT), and has been involved with other major initiatives including the Toronto Waterfront Revitalization, city of Brampton AcceleRide project, and the city of Windsor Detroit River Tunnel project.

Former Dallas Area Rapid Transit (DART) President/Executive Director Gary Thomas has joined Jacobs as U.S. Transit Market Leader. Thomas retired from DART last fall, after leading the transit agency for nearly 20 years. Under his direction, DART doubled its light rail system twice to become the nation’s longest at more than 93 miles. The agency was also recognized for innovation in developing a progressive clean fuels program for its bus fleet and in advancing new models for local bus and paratransit service and customer facing communication technology and service. In addition, DART is a leader in Mobility as a Service (MaaS) with the use of targeted demand-response transit service matched with new customer tools for fare payment and trip planning. Thomas joined DART in 1998 as Senior Vice President of Project Management. He served previously as an engineer and architect for 19 years, consulting for national and international projects, including those at DART, dating back to 1986. At Jacobs, Thomas will be responsible for assisting clients in developing and advancing transit programs, as well as identifying and attracting talent. “Gary is a long-time driver of new technologies,” said Ken Gilmartin, Executive Vice President, People & Places Solutions, for Jacobs. “His experience will help Jacobs continue providing leading-edge solutions in the U.S. transit landscape, especially as our clients strive to roll out green transit programs and meet ambitious carbon targets.” railwayage.com

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From Railway Age, RT&S and IRJ RA_RailGroupNews_Third_InGear_2019.indd 1 30 Railway Age // August 2021

RAIL GROUP NEWS

ROUND-UP of NEW

RAILWAY

6/30/21 10:23 AM railwayage.com

Ad Index COMPANY

PHONE #

FAX #

URL/EMAIL ADDRESS

PAGE # C3

CUMMINS DANELLA RENTAL SYSTEMS

561-743-7373

561-743-1973

SBolte@danella.com

26

DIESEL ELECTRICAL EQUIPMENT INC

219-922-1848

219-922-1849

quality@dieselelectricalequipment.com

17

EAST CHICAGO RAIL TERMINAL

219-804-0671

alex@eastchicagorail.com.com

C4

HOTSTART MFG

509-462-1972

509-534-4216

lczernik@hotstart.com

C2

INTERSTATE-MCBEE

216-881-0015

216-881-0805

proach@interstate-mcbee.com

15

NEW YORK AIR BRAKE

315-786-5431

315-786-5676

Janice.Pfeil@nyab.com

5

POWER DRIVES INC

716-822-3600

716-824-4817

r.panzica@powerdrives.com

23

PROGRESS RAIL A CATERPILLER CO

256-505-6402

256-505-6051

info@progressrail.com

25

RAILWAY EDUCATIONAL BUREAU

402-346-4300

402-346-1783

bbrundige@sb-reb.com

18,19,29

SIEMENS MOBILITY

800-SIEMENS

www.USA.siemens.com

3

sales@fastraxind.com

24

855-244-3218

THERMON HEATING SYSTEMS

303-979-7350

The Advertisers Index is an editorial feature maintained for the convenience of readers. It is not part of the advertiser contract and Railway Age assumes no responsibility for the correctness.

MARKETPLACE SALES

FRANK ROSE P: 917-856-1808 frose@sbpub.com

ALL MAJOR CREDIT CARDS ACCEPTED

Advertising Sales MAIN OFFICE Jonathan Chalon Publisher 88 Pine St., 23rd Floor New York, NY 10005 (212) 620-7224 Fax: (212) 633-1863 jchalon@sbpub.com AL, KY, Jon Chalon 88 Pine St., 23rd Floor New York, NY 10005 (212) 620-7224 Fax: (212) 633-1863 jchalon@sbpub.com CT, DE, DC, FL, GA, ME, MD, MA, NH, NJ, NY, NC, OH, PA, RI, SC, VT, VA, WV, CANADA – QUEBEC AND EAST, ONTARIO Jerome Marullo 88 Pine St., 23rd Floor New York, NY 10005 (212) 620-7260 Fax: (212) 633-1863 jmarullo@sbpub.com

railwayage.com

AR, AK, AZ, CA, CO, IA, ID, IL, IN, KS, LA, MI, MN, MO, MS, MT, NE, NM, ND, NV, OK, OR, SD, TN, TX, UT, WA, WI, WY, CANADA – AB, BC, MB, SK Heather Disabato 20 South Clark Street, Suite 1910 Chicago, IL 60603 (312) 683-5026 Fax: (312) 683-0131 hdisabato@sbpub.com

THE NETHERLANDS, BRITAIN, FRANCE, BELGIUM, PORTUGAL, SWITZERLAND, NORTH GERMANY, MIDDLE EAST, SOUTH AMERICA, AFRICA (NOT SOUTH), FAR EAST (EXCLUDING KOREA /CHINA/INDIA), ALL OTHERS, TENDERS Jerome Marullo 88 Pine St., 23rd Floor New York, NY 10005 (212) 620-7260 Fax: (212) 633-1863 jmarullo@sbpub.com

SCANDINAVIA, SPAIN, SOUTHERN GERMANY, AUSTRIA, KOREA, CHINA, INDIA, AUSTRALIA, NEW ZEALAND, SOUTH AFRICA, RUSSIA, EASTERN EUROPE BALTIC STATES, RECRUITMENT ADVERTISING Simone Fahr +01149 175 2411426 sfahr@railjournal.com ITALY, ITALIAN-SPEAKING SWITZERLAND Dr. Fabio Potesta Media Point & Communications SRL Corte Lambruschini Corso Buenos Aires 8 V Piano, Genoa, Italy 16129 +39-10-570-4948 Fax: +39-10-553-0088 info@mediapointsrl.it

JAPAN Katsuhiro Ishii Ace Media Service, Inc. 12-6 4-Chome, Nishiiko, Adachi-Ku Tokyo 121-0824 Japan +81-3-5691-3335 Fax: +81-3-5691-3336 amkatsu@dream.com CLASSIFIED, PROFESSIONAL & EMPLOYMENT Frank Rose 917-856-1808 frose@sbpub.com

AILWAY GE

August 2021 // Railway Age 31

Perspective: ASLRRA

Short Lines Need CRISI to Avoid a Crisis

T

he New Jersey School of Architecture offers a master’s degree in infrastructure planning.

In preparing for his course on infrastructure, Professor Alex Marshall used Google’s Ngram Viewer, which can search millions of books and publications to determine when a word was first used.

He found that the word “infrastructure” made its first appearance in French publications in the 1880s in conjunction with railroad engineering.

Today, “infrastructure” has become the rhetorical justification for all manner of federal spending programs. Many of those programs are certainly meritorious and result in economic and societal benefits. But, in deference to infrastructure’s etymology, it is worth noting the state of play with regard to federal railroad infrastructure grant programs.

From the short line perspective, the most important of these is the Consolidated Rail Infrastructure and Safety Improvements (CRISI) Program. CRISI is the only federal railroad grant funding program where short line railroads are directly eligible to apply. This eliminates the inevitable delays and red tape associated with routing funds through various levels of state and local government.

Since CRISI grants were first approved in 2017, 84 short lines have received more than $520 million in federal investment.

These funds have been used to rehabilitate track, repair or replace aging bridges, improve grade crossings, and eliminate bottlenecks.

For short lines required to meet the federal government’s PTC mandate, CRISI grants made a critical contribution to costs that were otherwise out of reach for these small businesses.

Although Congress still has many hurdles to clear before enacting infrastructure legislation, and significant substantive and process disagreements remain, what has been put forward on CRISI funding so far is quite encouraging. The House-passed infrastructure bill authorizes CRISI funding of $1.4 billion annually over five years for a total of $7 billion. The Senate Commerce 32 Railway Age // August 2021

Committee-passed version authorizes $1 billion over five years for a total of $5 billion. And the Bipartisan Infrastructure Framework (BIF) envisions CRISI funding of at least $5 billion over “baseline.” Legislative text for the BIF is still forthcoming, and the Appropriations Committees have the final say on how much of the “regular” surface transportation authorization numbers will be funded, but all of these numbers are many times higher than the current FY 2021 CRISI appropriation of $375 million. This provides an indication of the strong Congressional support for expanding this successful program. And in the more immediate future, on July 12, the House Appropriations Subcommittee responsible for CRISI funding levels approved $500 million for FY 2022, a 33% increase over last year.

In the authorization bills, while short lines are excited about the funding levels, we are concerned over the Houseapproved provision, which adds a new 25% “large project” set-aside for projects over $100 million. This will divert a disproportionate amount from short line projects, and also the provision adding commuter rail eligibility. No such setasides or new eligibilities are provided for in the Senate bill, and we are hopeful those policies will prevail.

The value CRISI funding for short lines brings to the table is fourfold: First, it leverages substantial private funding that would otherwise be inadequate to take on the project. Successful short line applicants typically match between 30%-50% of the federal grant with their own funds. Railroad projects are very expensive, so combining the CRISI grant with the railroad share is what makes the project feasible.

Second, CRISI projects are building infrastructure assets that will last for decades. Likewise, the economic and safety benefits will continue for that long period as well.

Third, the most expensive and often financially out of reach railroad projects—bridge replacement and replacing aging light jointed rail with new heavier welded rail—have the greatest impact on

improving rail safety. The CRISI Program makes these projects possible.

Fourth, the primary beneficiary of these projects are railroad customers.

There are some 600 short lines across the country, but they serve more than 10,000 shippers who require a short line railroad to keep them connected to the Class I network. Those shippers benefit from more competitive, more f lexible and safer service when their local railroad improves its infrastructure.

Consider this example of a $3.47 million CRISI grant that made replacement of the William J. “Bill” Duggan bridge by the Iowa Interstate Railroad (IAIS) possible. This 121-year-old bridge serves Elite Octane in Atlantic, Iowa.

Elite Octane CEO Nick Bowdish calls it a critical piece of infrastructure for his business: “We ship 8,000 carloads annually of dried distillers’ grain, a highly nutritious livestock feed, a majority of which goes over that bridge. If that bridge goes out, it would have a multimillion-dollar impact on the efficiency and cost competitiveness of our business.” IAIS produced a video summary of the project and the shipper benefits that you can view at https://tinyurl. com/IAIS-CRISI-bridge. It is an example that can be repeated by virtually every shipper whose short line is a beneficiary of the CRISI Program.

The William J. “Bill” Duggan bridge was built in 1900, just a few years after the word “infrastructure” was first used. The new bridge is likely to last another 100 years.

That is very real infrastructure with a lot of bang for the buck. Programs such as CRISI will give the short line industry the ability to duplicate that kind of success across its 50,000-mile network for the benefit of thousands of shippers.

CHUCK BAKER President ASLRRA

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