Railway Age November 2019

n ov e m b e r 2 0 1 9

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

WOMEN

iN RAIL

julie green

LTK

THE MANY, THE PROUD

Why military veterans make great railroaders

TRANSIT-ORIENTED DEVELOPMENT, MONTRÉAL An historic city embraces a sustainable future

on Track for 100 Years

As we commemorate CN’s 100th anniversary, we pay tribute to the thousands of employees who have contributed to our company and industry with leadership, passion and innovation. Amongst these employees figure many women who have contributed to our ongoing advancement over the years.

These female individuals have always proudly represented CN in the railway industry – it is now our turn to celebrate them and shine light on their success and dedication.

Thank you to the women in rail! cn.ca

AILWAY GE

NOVEMBER 2019

34 FEATURES

10

NJT Heritage Locos

14

Women in Rail

24

Shades of PRR, E-L, CNJ

Our Third-Annual Honorees

Honoring Their Service Veterans Make Great Railroaders

29

Smart Grade Crossings

34

Journey to ATO

38

TOD in Montreal

Evolution in Safety Technology

UP Looks to the Future

Sustainability in a Global Hub

DEPARTMENTS 4 6 8 42 42 42 43 46 46 47

Industry Indicators Industry Outlook Market People 100 Years Ago

COLUMNS 2 9 48

From the Editor Watching Washington Financial Edge

Events Products Professional Directory Classified Advertising Index

On the Cover: LTK Vice President Julie Green, one of Railway Age’s 2019 Women in Rail. LTK photo

Railway Age, USPS 449-130, is published monthly by the Simmons-Boardman Publishing Corporation, 88 Pine St., 23rd Fl., New York, NY 10005-1809. Tel. (212) 620-7200; FAX (212) 633-1863. Vol. 220, No. 11. Subscriptions: Railway Age is sent without obligation to professionals working in the railroad industry in the United States, Canada, and Mexico.

However, the publisher reserves the right to limit the number of copies. Subscriptions should be requested on company letterhead. Subscription pricing to others for Print and/ or Digital versions: $100.00 per year/$151.00 for two years in the U.S., Canada, and Mexico; $139.00 per year/$197.00 for two years, foreign. Single Copies: $36.00 per copy in the U.S., Canada, and Mexico/$128.00 foreign All subscriptions payable in advance. COPYRIGHT© 2019 Simmons-Boardman Publishing Corporation. All rights reserved. Contents may not be reproduced without permission. For reprint information contact PARS International Corp., 102 W. 38th Street, 6th floor, New York, N.Y. 10018, Tel.: 212-221-9595; Fax: 212-221-9195. Periodicals postage paid at New York, NY, and additional mailing offices. Canada Post Cust.#7204564; Agreement #41094515. Bleuchip Int’l, PO Box 25542, London, ON N6C 6B2. Address all subscriptions, change of address forms and correspondence concerning subscriptions to Subscription Dept., Railway Age, PO Box 1407 Cedar Rapids, IA. 52406-1407, Or call toll free (US Only) 1-800-553-8878 (CANADA/INTL) 1-319-364-6167. Printed at Cummings Printing, Hooksett, N.H. ISSN 0033-8826 (print); 2161-511X (digital).

railwayage.com

November 2019 // Railway Age 1

FROM THE EDITOR

AILWAY GE Subscriptions: 800-895-4389

Revenue Adequacy Redefined?

T

he STB’s 2018 cost of capital calculation of 12.2% is 70% more than Wall Street’s calculation of about 7%— approaching double.

Cost of capital directly correlates with the hotly debated topic of “revenue adequacy.” A higher cost of capital makes a revenue adequacy determination more difficult, and a resulting required cap on future rate increases by “revenue-inadequate” railroads.

STB and predecessor ICC “have for decades been grappling with how best to measure railroad cost of capital—with many suggestions by railroad and shipper stakeholders,” Capitol Hill Contributing Editor Frank N. Wilner points out. “Although the cost of debt is readily determined by observing interest rates railroads pay lenders, measuring the cost of equity capital is far more art than science, as it involves predicting future stock prices, cash flow and other variables.”

STB may change its long-standing methodology, thus resetting the bar—to a much lower height—of whether a railroad is revenue-adequate. As Wilner explains: “Of concern to STB is that Wall Street analysts consider the industry’s cost of capital to be but 7%. This prompted STB’s Oct. 11 decision—subject to revision based on comments—to adjust the calculation formula. However, so far there has been no suggestion that STB scrap its own models and adopt those utilized by Wall Street.

“In questioning its 2018 12.2% cost of

capital calculation and proposing a formula revision, STB, while ignoring the demise of coal traffic, did cite implementation by railroads of cost-saving PSR. ‘Significant operating changes that occur over a relatively short period of time can have a unique effect on the Board’s annual cost of capital determination, particularly if they are neither one-time events nor expected to cause permanent changes in the industry’s growth rates,’ STB said.

“Captive shippers believe all Class I railroads have been revenue-adequate for many years, and are skeptical of STB’s 2018 cost of capital determination, as it was more than 2 percentage points higher than in 2017 and more than 3 percentage points higher than in 2016.

“Rather than scrap its existing formula, STB proposes to adjust how it estimates future rail stock performance. It will utilize—in terms more familiar to economists and financial analysts—a capital asset pricing model, a multi-stage discounted cash flow model (MSDCF), and a ‘step MSDCF’ that gradually adjusts for expected future growth.”

Bottom line: If the railroads want to cater to Wall Street and embrace “shareholder value” as their mantra, they must—logically and ethically—embrace Wall Street’s cost of capital definition. No excuses. No exceptions.

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.

Change of address should reach us six weeks in advance of next issue date. Send both old and new addresses with address label to Subscription Department, Railway Age, PO Box 1407, Cedar Rapids, IA. 52406-1407, or call toll free (US Only) 1-800-553-8878 (CANADA/ INTL) 1-319-364-6167. Post Office will not forward copies unless you provide extra postage.

Photocopy rights: Where necessary, permission is granted by the copyright owner for the libraries and others registered with the Copyright Clearance Center (CCC) to photocopy articles herein for the flat fee of $2.00 per copy of each article. Payment should be sent directly to CCC. Copying for other than personal or internal reference use without the express permission of Simmons-Boardman Publishing Corp. is prohibited. Address requests for permission on bulk orders to the Circulation Director.

Railway Age welcomes the submission of unsolicited manuscripts and photographs. However, the publishers will not be responsible for safekeeping or return of such material.

Member of:

SBP 2 Railway Age // November 2019

Editorial and Executive Offices Simmons-Boardman Publishing Corp.

88 Pine Street, 23rd Fl. New York, NY 10005-1809 212-620-7200; Fax: 212-633-1863 Website: www.railwayage.com ARTHUR J. McGINNIS, Jr. President and Chairman JONATHAN CHALON Publisher jchalon@sbpub.com WILLIAM C. VANTUONO Editor-in-Chief wvantuono@sbpub.com ANDREW CORSELLI Managing Editor acorselli@sbpub.com BILL WILSON Engineering Editor/Railway Track & Structures Editor-in-Chief wwilson@sbpub.com DAVID C. LESTER Managing Editor, Railway Track & Structures dlester@sbpub.com Contributing Editors: David Peter Alan, Roy Blanchard, Jim Blaze, Peter Diekmeyer, Alfred E. Fazio, Bruce Kelly, Ron Lindsey, Ryan McWilliams, David Nahass, Jason H. Seidl, David Thomas, John Thompson, Frank N. Wilner Art Director: Nicole D’Antona Graphic Designer: Hillary Coleman Corporate Production Director: Mary Conyers Production Director: Eduardo Castaner Marketing Director: Erica Hayes Conference Director: Michelle Zolkos Circulation Director: Maureen Cooney International Offices 46 Killigrew Street, Falmouth, Cornwall TR11 3PP, United Kingdom Telephone: 011-44-1326-313945 Fax: 011-44-1326-211576 International Editors David Briginshaw db@railjournal.co.uk Kevin Smith ks@railjournal.co.uk David Burroughs dburroughs@railjournal.co.uk Customer Service: 800-895-4389 Reprints: PARS International Corp.

253 West 35th Street 7th Floor New York, NY 10001 212-221-9595; fax 212-221-9195 curt.ciesinski@parsintl.com

SIMMONS-BOARDMAN PUBLISHING CORPORATION

railwayage.com

190057

CUSTOMIZED When you need the latest in signal technology, look no further than

CROSSINGS

Progress Rail. We provide dependable crossings and wayside signaling, train inspection systems and customized structures to ensure safety on the rail and the road. Our experienced staff is ready to work with you.

Progress keeps you rolling. +1 816-795-0807 •

progressrail.com •

@progressrail •

@Progress_Rail

Industry Indicators “U.S. Class I Rail Freight In a Recession” Last month, the AAR said, “It seems clear that U.S. railroads are facing a freight recession.” That recession, it appears, has arrived. “It’s time to call it out: U.S. Class I rail freight is in a recession,” says railroad economist and Railway Age Contributing Editor Jim Blaze. “Any traffic volume approaching a 10% year-over-year drop is a clear warning sign. This is particularly bad news if the flagship service is intermodal. The U.S. rail market has seen three quarters of decline year-over-year. That more than satisfies the classical two quarters of decline, or contraction, in GDP terms.” The numbers below are through the end of September.

Railroad employment, Class I linehaul carriers, SEPTEMBER 2019 (% change from SEPTEMBER 2018)

TRAFFIC ORIGINATED CARLOADS

Four WEEKS ENDING SEPTEMBER 28, 2019

MAJOR U.S. RAILROADS

by Commodity

57,115 (-1%)

Grain Farm Products ex. Grain Grain Mill Products Food products Chemicals Petroleum & Petroleum Products Coal Primary Forest Products Lumber and Wood Products Pulp and 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

Executives, Officials, and Staff Assistants

Total U.S. CarLoadS

Total employees: 136,865 % change from SEPTEMBER 2018: –1%

Transportation (train and engine)

7,625 (-1%)

CANADIAN RAILROADS

Professional and Administrative

total CANADIAN carloads

11,050 (-1%)

COMBINED U.S./CANADA RR

SEPT. ’19

SEPT. ’18

% CHANGE

72,723 3,226 32,912 23,690 127,152 47,452 318,146 4,658 12,608 21,353 25,746 13,503 33,249 13,480 63,893 90,158 16,962 33,328 13,883 24,420

86,407 3,154 36,809 24,980 126,900 50,233 348,507 4,229 13,705 23,100 26,809 16,913 38,695 15,067 65,372 97,486 16,018 32,218 15,755 24,357

-15.8% 2.3% -10.6% -5.2% 0.2% -5.5% -8.7% 10.1% -8.0% -7.6% -4.0% -20.2% -14.1% -10.5% -2.3% -7.5% 5.9% 3.4% -11.9% 0.3%

992,542

1,066,714

-7.0%

323,506

339,362

-4.7%

1,316,048

1,406,076

-6.4%

Maintenance-of-Way and Structures

31,483 (-1%)

Maintenance of Equipment and Stores

24,118 (-1%)

Transportation (other than train & engine)

5,474 (-1%)

Source: Surface Transportation Board

EMPLOYMENT still DECLINING, SLOWLY Figures released by the STB show Class I total railroad employment yet again dropped 1% in September 2019, measured against September 2018.

For the third consecutive month all six employment categories experienced virtually the same percentage drop, 1%, when rounding is taken into account. This without a doubt indicates headcount reductions attributable to Precision Scheduled Railroading, as well as plummeting traffic. Longer term, it’s difficult to predict where employment is headed (but we noted that last month, the month before, and the month ... ).

4 Railway Age // November 2019

Intermodal

Four WEEKS ENDING SEPTEMBER 28, 2019

MAJOR U.S. RAILROADS

by Commodity

SEPT. ’18

% CHANGE

101,789

1,061,483

1,025,683 1,127,472

-18.7% -4.6% -5.9%

1 289,572 289,573

0 288,634 288,634

0.3% 0.3%

Trailers Containers

82,710 1,268,346

101,789 1,314,317

-18.7% -3.5%

TOTAL COMBINED UNITS

1,351,056

1,416,106

-4.6%

Trailers Containers TOTAL UNITS

SEPT. ’19 82,709 978,774

CANADIAN RAILROADS Trailers Containers TOTAL UNITS

COMBINED U.S./CANADA RR

Source: Rail Time Indicators, Association of American Railroads

railwayage.com

TOTAL U.S./Canadian CARLOADS, SEPT. 2019 VS. SEPT. 2018

1,316,048 SEPTEMBER 2019

AILWAY GE

1,406,076 SEPTEMBER 2018

Short Line And Regional Traffic Index CARLOADS

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

ORIGINATED SEPT. ’19

ORIGINATED SEPT. ’18

% CHANGE

50,816 16,798 26,976 10,519 24,755 7,644 9,132 2,482 18,327 10,879 2,226 2,129 18,166 14,984 42,900 9,669 76,277

45,892 20,268 27,933 9,907 23,326 5,970 8,483 2,782 18,036 9,988 1,789 1,875 17,135 12,728 42,313 9,178 88,004

10.7% -17.1% -3.4% 6.2% 6.1% 28.0% 7.7% -10.8% 1.6% 8.9% 24.4% 13.5% 6.0% 17.7% 1.4% 5.3% -13.3%

Copyright © 2019 All rights reserved.

average weekly U.S. Rail Carloads: all commodities (not seasonally adjusted)

ARE YOU A RAILROAD OR SUPPLIER SEARCHING FOR JOB CANDIDATES?

Visit http://bit.ly/railjobs To place a job posting, contact: Jennifer Izzo 203-604-1744 jizzo@mediapeople.com

railwayage.com

November 2019 // Railway Age 5 RA_JobBoard_1/3Vertical.indd 1

9/30/19 3:16 PM

Industry Outlook PTC Training For Short Lines

CSX Uncovers Trip Plan Compliance CSX took a bold transparency move last month. In releasing its Trip Plan Compliance performance information, it is also at the early stages of disclosing how poor logistics delivery to customers has been in the past. But, to correct and improve, it is necessary to admit the depth of the service challenge. That’s a good thing.

The purpose of Trip Plan Compliance is to measure success in meeting CSX’s end-toend commitments to moving customer railcars. The measure captures performance against the planned estimated time of arrival (ETA) commitment. It is not measuring train or yard performance. Those kinds of statistics are not often directly correlated statistically to customer service. The focus is on the railcar.

CSX is publishing the performance-toplan movement for every railcar and container, loaded or empty. If it is destined for a CSX on-line customer, it is captured. It is not yet an inter-line, multiple-railroad carrier measurement. That might come later.

The chart above is from CSX’s 3Q19 report to the investment community. Based upon this year-over-year plot, CSX has clearly improved its delivery record from a two-thirds-or-less on-time record to now 6 Railway Age // November 2019

approaching a four-fifths on-time average.

That is for railcar traffic of all types.

The record for intermodal units (containers or trailers) is much better.

That is to be expected, since the intermodal operation has less link-to-link or yard-to-yard complexity.

The improvement in delivery performance is important. A higher standard of reliability has long been recognized by all types of railroaders as sort of the “Holy Grail” pursuit if rail was to gain market share from the trucking industry, with its 90%-plus delivery record.

CSX’s trip compliance report is not a “glossy” exhibit, but it is a stake in the ground about its effort to continuously increase its on-time final delivery performance. That effort gets a “BRAVO” from this railroad-experienced columnist. Is this the best service product to capture market share from the trucking sector? Maybe not yet. But it is a step forward in building a delivery-ontime-as-promised service. Increasing success should improve shipper and receiver confidence in the classic railcar product.

CSX appears to be the first Class I to offer this visibility tool. How soon might other railroad carriers follow? ­—Jim Blaze, Contributing Editor

Tech Mahindra will launch a subscription-based Positive Train Control (PTC) digital training program customized for employees of short line and regional railroads in the U.S. that are American Short Line and Regional Railroad Association (ASLRRA) members.

The offering joins a select group of ASLRRA-procured PTC vendors providing specific services for Class II and III railroads, made possible through a $2.5 million FRA grant to assist them in meeting PTC deadlines.

The online learning platform will include multiple modules of interactive training followed by assessment and evaluation. Each module will be completed within 120 minutes. The modules will cover the statute-required training for those short line and regional railroads that need to equip with PTC, including train operations, dispatch, wayside, communications and the interoperability between various PTC systems.

Tech Mahindra is a provider of digital transformation, consulting and business re-engineering services.

“We are happy to utilize our core competency of technology to improve the efficiency of the U.S. railroad industry,” said Tech Mahindra President, America’s Strategic Verticals, Lakshmanan Chidambaram. “Our customized digital training designed for ASLRRA will enable updating and implementation of training by an industry expert at a cost-effective price.”

“The implementation of PTC is a complex and costly project for the U.S. rail industry, including dozens of short line railroads,” said ASLRRA President Chuck Baker. “These small businesses have a complicated role to play, integrating with multiple Class I systems, and are challenged with limited technical expertise and support. Tech Mahindra offers an easily accessible Web-based training program customized for short line railroads, giving our members confidence.” railwayage.com

N O .

T E R N A I CK. L N O ON TIME.

Our 35-year track record of solving our customers’ toughest challenges has taught us more about the railroad industry and the pressures you face.

That’s why we work tirelessly to provide innovative and reliable gas hot air and electric switch heaters and electric controls and heating elements as your best defense against ice and snow.

15400 Medina Road | Minneapolis, MN 55447 P: 763.972.2200 | F: 763.972.2900 sales@rwy.com | www.rwy.com

Market Mobilinx Lands Hurontario LRT The Mobilinx consortium, consisting of Hitachi Rail, Astaldi Canada Enterprises Inc., Salini-Impregilo S.p.A., John Laing Investments Limited, Transdev North America, Inc., Amico Concessions Inc. and Bot Engineering & Construction Ltd., has signed a C$4.6 billion DBFOM (design, build, finance, operate and maintain) contract with Infrastructure Ontario and Metrolinx for the Hurontario LRT. The contract value includes approximately C$2.1 billion in total capital construction costs. The Hurontario LRT is an 18-kilometer (11.2-mile), 19-station light rail transit system that will run along Hurontario Street from Port Credit in Mississauga to Brampton Gateway Terminal.

WORLDWIDE

NORTH AMERICA

VisioStack Inc. has entered into an agreement with Grupo EFE to provide data management and analytics services. Grupo EFE, based in Santiago, Chile, provides both passenger and freight services throughout Chile, with its commuter rail service responsible for transporting more than 30 million passengers per year. As part of the agreement, VisioStack will deliver services to Grupo EFE through its RailLinks® Infrastructure platform, a cloud-based suite of platforms that converts Big Data into actionable information.

Global infrastructure investor First State Investments (FSI) has completed its acquisition of Patriot Rail and Ports from SteelRiver Infrastructure Partners, an independent investment manager.

Financial terms of the deal—which was for 100% equity—were not disclosed. Patriot, based in Jacksonville, Fla., operates a portfolio of 12 short line freight railroads with more than 585 track-miles across 14 states and a ports business in the Southeastern U.S. The Patriot acquisition represents the initial unlisted infrastructure investment in the U.S. by First State Investments, which manages more than $8 billion of unlisted infrastructure investments across the United Kingdom, continental Europe, Australia, New Zealand and North America, with a focus on mid-market companies in the transportation and utility sectors worldwide. FSI manages more than $156 billion worldwide on behalf of institutional and retail investors.

Affiliates of OmniTRAX, Inc. and The Broe Group have signed A&R Logistics, Inc. as anchor tenant at the

8 Railway Age // November 2019

Savannah Gateway Industrial Hub (SGIH), a master-planned, 2,750-acre industrial park owned by Effingham County Industrial Development Authority (ECIDA) with the capacity to accommodate up to 18 million square feet of industrial space. OmniTRAX is SGIH’s master developer. The 12-year A&R Logistics lease secures approximately 610,000 square feet of the park’s initial 1 million square-foot, build-to-suit project and includes an option to lease the remaining space. In addition to the A&R facility, OmniTRAX will construct more than seven miles of rail infrastructure, a multicustomer, centrally located OmniTRAX rail yard and a 200-plus-car dedicated yard. This infrastructure will connect SGIH tenants to CSX and Norfolk Southern. A&R Logistics’ SGIH facility will house a multi-line production center to support its logistics operations that serve plastics producers worldwide. A&R’s global export operations will include receipt of inbound materials, packaging and outbound shipments to international destinations. Construction and development of Savannah Gateway Industrial Hub is slated for completion in 4Q20. railwayage.com

Watching Washington

FRA’s Batory: “Let the Facts Speak”

A

t the Federal Railroad Administration (FRA), where challenges are voluminous and time is short because the nation’s top rail safety cop serves at the pleasure of the White House occupant, Administrator Ronald L. (Ron) Batory is pedaling furiously to accomplish priorities—cardinal of which is assuring demonstrable facts overwhelm opinion.

Batory’s objectives include unleashing the competitive creativity of railroads and their research and development and equipment suppliers in search of improved and lower-cost safety performance standards. “Technology moves faster than the ink can be applied on regulations,” Batory says in support of the dynamic efficiency of free markets “best able to embrace factbased alternatives toward reducing risk and enhancing safety.” A market-based approach involving all stakeholders is, says Batory, a quantum advance over one-sizefits-all prescriptive standards.

Where the law intersects with expertagency interpretation, Batory seeks an equally fact-based, collegially crafted and undeviating FRA voice. From career experience as a rail operating officer, he knows that FRA’s statutorily mandated eight separate regions—through which track networks crisscross—can be played against one another by railroads forum-shopping for favorable regulatory clarification.

Toward this goal, Batory says FRA is filling attrition-created vacancies with professional engineers possessing diverse skill sets and experience to assure a

50,000 MORE THAN

MILES ARE PTC-EQUIPPED

railwayage.com

knowledge base that “complements rather than replicates. We are changing the perception that we are ticket writers, and challenging ourselves that what we do are good quality, warranted inspections.”

An obvious priority is superintending implementation of statutorily required Positive Train Control (PTC). While serving as an FRA “special adviser” prior to his Senate confirmation, Batory recalls FRA having “lots of statistics relating to PTC, but no plan as to its leadership role.” Among essentials of the plan that he worked with senior staff to develop is “keeping Congress apprised,” which includes explaining PTC’s technological complexities, such as interoperability, to lawmakers—some of whom lack even email skills.

With a Dec. 31, 2020, statutory deadline for full implementation of PTC over 58,000 route-miles on 42 railroads, more than 50,000 miles are now equipped.

“Informally, we measure progress weekly; formally every quarter; and we regularly meet with rail management and vendors,” Batory says. Should a railroad neglect to document progress, or fail to implement PTC as required, Batory promises FRA will impose fines and even dictate operational changes as permitted by law.

While operating-craft unions protest FRA’s decision to exercise federal preemption authority invalidating unionmotivated state laws mandating minimum train crew size, Batory is adamant that crew-consist be settled through collective bargaining. “Nobody knows how to do the job better than those who do it,” Batory says.

It is patently absurd, however, to assume this FRA Administrator is biased against labor or in favor of management, notwithstanding he was CEO of Conrail Shared Assets and Belt Railway of Chicago. Batory’s father, Lou, was a career member and elected officer of a Transportation Communications International Union predecessor—and the proud son doesn’t hesitate to acknowledge the role of collective bargaining in providing the Batory family a solid middle-class lifestyle that allowed him to earn undergraduate and graduate degrees.

In fact, as reported by Railway Age in

IT IS ABSURD TO ASSUME THIS FRA ADMINISTRATOR IS BiaSED IN ANY WAY.” April 2005, United Transportation Union (now SMART-TD) President Paul Thompson greeted then-Conrail Shared Assets CEO Batory, saying, “You could put us [unions] out of business. When a railroad president says, ‘If it’s wrong, we’ll fix it,’ there isn’t too much need for a union.”

Batory responded, “Good union officers help ensure efficient operations.”

Notable is that the 69-year-old Batory is but the second of 17 FRA Administrators since the agency’s 1967 creation to possess extensive—almost half a century—rail operations and safety experience. The agency’s second administrator, Reginald N. Whitman (1969-1970), held senior operating posts on Alaska Railroad and BNSF predecessor Great Northern.

“My door is always open. Come see me,” says Batory, who also has been visiting FRA regional offices to engage in dialogue with his agency’s safety experts. Quarterly, Batory meets with freight, passenger and commuter rail stakeholders, labor officers and suppliers, because “you can’t have too much communication. Communication breeds relationships, while relationships earn trust.”

FRANK N. WILNER Contributing Editor November 2019 // Railway Age 9

NJT Heritage LOCOMOTIVES

Requiem For

Fallen Flags 10 Railway Age // November 2019

railwayage.com

NJT Heritage LOCOMOTIVES The Pennsylvania Railroad, ErieLackawanna and Central Railroad of New Jersey come back to life on successor New Jersey Transit.

NJT ALP46 4636, resplendent in its classic Pennsylvania Railroad Tuscan Red scheme with Raymond Loewy-designed pinstripes and Keystone logo, and GP40PH-2 4109, in its as-delivered 1968 Central Railroad of New Jersey livery.

R

By William C. Vantuono

ailroads in many ways are unique because, regardless of how many years they’ve been in business, there is usually a storied history that can be recalled.

And the best ways to do that is by applying classic paint schemes from predecessor companies, or “fallen flags,” to the railroad’s most visible public faces—its locomotives, among the largest land vehicles anywhere.

Union Pacific and Norfolk Southern, among others, have done this to much acclaim. Now, New Jersey Transit has joined the fold, and the results are simply beautiful, inspiring.

NJT Rail Operations (NJTRO) still has the heart and soul of a railroad, and that means people—real railroaders—who know what it means to honor one’s heritage. A few of them got together recently to discuss how to commemorate NJT’s 40th anniversary of incorporation, which occurred in 1979, four years before Conrail divested passenger train operations to NJTRO in 1983: Ray Kenny, Senior Vice President and General Manager Rail Operations; Matt Reddell, Vice President and Assistant GM, Rail Operations; Dave Abeles,

General Superintendent, Stations; and Jeannie Kwon, Senior Vice President and Chief Administrative Officer. Steve Friedland and Rich Wisneski, both of whom manage inter-carrier agreements for NJTRO, developed the liveries. They were assisted by System Train & Engine Compliance Officer Fred Mattison, and local rail history experts. A licensing agreement was executed with Conrail, the owner of the predecessor railroad names and likenesses. Conrail also reviewed the conceptual drawings prior to production.

In unveiling the locomotives you see here, NJT noted that “throughout the 1970s, the American railroad industry was struggling, especially in the Northeast … Railroaders always come together to persevere through adversity … These locomotives will work in revenue and company service around the system to remind us of the great railroaders who came before us.”

ALP46A electric 4636 pays tribute to its legendary predecessor, the PRR GGI, the final unit of which, 4877, NJT retired in May 1983 from North Jersey Coast Line service. 4877 had been repainted into its original Raymond Loewydesigned PRR Tuscan Red/five-pinstripe

All photos: William C. Vantuono

From this angle, 4636 looks a lot like a GGI.

railwayage.com

November 2019 // Railway Age 11

NJT Heritage LOCOMOTIVES

Left to right: Keith Cortes, Machinist; Anthony Torrillo, General Foreman Hoboken Division; Anthony Arroyo, Assistant Superintendent Hoboken Division; Frank Lewis, Carman; Joe Kopin III, Carman; Ronnie Kaminski, Carman; Mark Perez, Machinist and Local Chairman, IAM (International Association of Machinists and Aerospace Workers); Sergio Olivera, Laborer; Jason McMahon, Carman; and David Barandas, Electrician and Local Chairman, BRC (Brotherhood Railway Carmen of America).

scheme prior to retirement. That scheme, done as a vinyl wrap, looks like it was made for 4636. The application retains one NJT element, the black carbody accent originally developed for this locomotive by industrial designer Cesar Vergara, whose work is inspired by Loewy, his legendary predecessor. The PRR built what is today NJT’s Northeast Corridor Line, as well as parts of the North Jersey Coast Line.

ALP45-DP (dual power) 4519 pays homage to the Erie-Lackawanna, created by a merger of the Erie and the Delaware, Lackawanna & Western in 1960. The E-L

12 Railway Age // November 2019

operated several lines on what is now NJT’s Hoboken Division, consisting of the Morristown Line, Main Line, Bergen County Line, Monclair-Boonton Line, Pascack Valley Line and Gladstone Branch, all of which serve Hoboken Terminal. 4519 has been decorated in the E-L’s distinctive gray, maroon and yellow passenger locomotive scheme. (It, too, retains the Cesar Vergara-designed black accent stripe originally applied to this carbody style, which is based on the ALP46. Bombardier Transportation supplied both locomotive types to NJT.)

GP40PH-2 4109 is unique in this collection of heritage units in that it has been repainted (not wrapped) into its original Central Railroad of New Jersey (CNJ) solid blue scheme. It is one of 13 GP40Ps built in October 1968 for the CNJ and paid for by the New Jersey Department of Transportation (NJDOT). Shortly after NJTRO inherited these units from Conrail in 1983, the steam generator, which had occupied the end of the locomotive’s long hood, was replaced with a diesel HEP generator, and the units were reclassified as GP40PH. They were rebuilt as GP40PH-2 units in

railwayage.com

1991–92; some are still in service. The NJTRO mechanical department selected 4109 to be restored to its original livery, and plans to place it in revenue service following replacement of its HEP equipment. The CNJ built its main line west across New Jersey in 1848 by combining other smaller railroads to haul anthracite coal from the Pocono Mountains to Tidewater. The railroad, which went bankrupt in 1967 and was merged into Conrail in 1976, built the lines operated as today’s Raritan Valley Line and parts of the North Jersey Coast Line.

All the locomotives were shopped during their regular maintenance cycles. Each was in need of new paint. For example, CNJ 4109 was last painted in 1992. NJT says the vinyl wraps are “expected to last more than seven years, and the paint even longer.”

Most of the work was carried out by NJTRO in-house mechanical forces under the direction of Charlie Thomaszfski, General Superintendent Equipment at the Meadows Maintenance Complex. Scott Gaburo coordinated the project with approximately 10 workers. The decals/wraps vendor assisted in application to the locomotives.

NJ Heritage NJT Heritage LOCOMOTIVES

ALP45-DP in Erie-Lackawanna colors.

Finally, it’s engineers’ caps off to the people who made it all happen: Keith Cortes, Machinist; Anthony Torrillo, General Foreman Hoboken Division; Anthony Arroyo, Assistant Superintendent Hoboken Division; Frank Lewis, Carman; Joe Kopin III, Carman; Ronnie Kaminski,

Carman; Mark Perez, Machinist and Local Chairman, IAM (International Association of Machinists and Aerospace Workers); Sergio Olivera, Laborer; Jason McMahon, Carman; and David Barandas, Electrician and Local Chairman, BRC (Brotherhood Railway Carmen of America).

GET THE INSIDE SCOOP ON & OFF THE TRACK

RAIL BRIEF

The Weekly RT&S Email Newsletter Subscribe at: http://bit.ly/railbrief

November 2019 // Railway Age 13

railwayage.com RTS_RailBriefAd_QuarterPage_Final_2019.indd 1

3/1/19 4:05 PM

Women In Rail

Women In Rail

BY ANDREW CORSELLI, MANAGING EDITOR

Shutterstock/ Mark Agnor

Good things come in threes—and Railway Age’s Women in Rail awards are no exception. In its third year of existence, the 2019 Women in Rail awards are poised to be the most exciting yet.

Recognizing vision, ability and leadership, our 12 honorees from freight, transit and supplier companies as well as trade organizations were selected by a panel of judges. They received the nod because they have been—and still are—moving their companies forward while making contributions to the community.

In an industry typically dominated by men, these women are getting things done—and their hard work is an example for all.

14 Railway Age // November 2019

railwayage.com

Women In Rail JUDGES

Barbara Wilson

KellyAnne Gallagher

RailUSA, LLC

Founding Executive Director, Commuter Rail Coalition

President and CFO

Wilson, President and CFO of RailUSA, LLC, which acquires and operates North American freight railroads, provides strategic leadership for the business and is responsible for implementing long-range goals, strategies, plans and policies. Prior to joining RailUSA in 2019, Wilson was President of Wells Fargo Rail, the rail equipment operating leasing subsidiary of Wells Fargo Bank, which owns and leases more than 175,000 railcars and 1,400 locomotives. At Wells Fargo Rail, Wilson led growth of that business three times, to the largest lessor in North America, through the acquisition of three industry competitors. She earned a Bachelor of Science in Business Administration from Boston College and an MBA from Babson College.

KAG Strategic Advisory

Gallagher is the founding executive director of the Commuter Rail Coalition, an association that launched earlier this year to bring focus on the legislative and policy needs of the nation’s commuter railroads. A public transportation policy professional and strategic advisor, she most recently served as a member of the NY Metropolitan Transportation Authority’s leadership team.

She joined the MTA after 16 years at the American Public Transportation Association. She has represented the U.S. on industry panels throughout Europe and Asia, led study missions to six countries and hosted industry delegations from around the world.

Ginger Adamiak

Vice President Sales & Marketing Energy and Chemical Products Kansas City Southern

Adamiak’s contributions started early on in her career at KCS. In her role in Investor Relations, Adamiak remained in constant contact with KCS executives and the shareholder community to ensure investors were well-versed in KCS. In her 13 years and six positions at KCS, she’s left her mark not only inside KCS, but also with customers, partners and the industry as a whole.

In her current role, she’s leading a development project designed to help customers capitalize on the benefits of locating in the Dallas area. Adamiak has a long-standing commitment to serving community youth organizations as a leader, mentor and active participant in advancing opportunities for young people, among them the Kansas City Urban Youth Academy (KCUYA).

www.ltk.com

Congratula�ons to Julie Green, P.E., one of the Women in Rail 2019 winners!

As LTK’s first female vice president and first woman to run a na�onal prac�ce, Julie is a trailblazer in our company and our industry.

16 Railway Age // November 2019

railwayage.com

Pat Remillard General Manager Operations Central Division

Congratulations to CP’s Pat Remillard and all of the outstanding recipients of the 2019 Women in Rail award.

At CP, we celebrate diversity in railroading as our different backgrounds, perspectives and experiences lead to exceptional results.

cpr.ca/careers

Women In Rail

Elizabeth (Beth) Caruso

CAE, CEO and Executive Director AREMA

A 20-year industry vet, Caruso is key to the inter-association relationships with REMSA, RSSI and RSI that have resulted in successful Railway Interchange trade shows in conjunction with the AREMA and Mechanical Associations annual conferences. Under her direction, AREMA has expanded threefold the number of student chapters at colleges and universities, introducing hundreds of young professionals to the rail transportation industry.

Lisa Gatchell

Vice President of Risk Management and Associate General Counsel Virgin Trains USA Florida LLC

Since joining Virgin Trains USA Florida LLC, Gatchell has been instrumental in providing organization structure in the Risk Management arena as well as legal assistance in a company that is, quite literally, a “startup.� In so doing, she has helped to create the structure of a brand new railroad, something which North America has not seen in many decades. Gatchell has spent 14 years in the railway industry.

Lucy Grasso

Strategic Operations Principle OmniTRAX

Grasso commenced her railroad career in 2016 as a manager in the real estate department. In her current role of Strategic Operations Principle, she has developed a comprehensive five-year Strategic Operating Plan for all business lines; built robust KPI metrics into C-Team and board-level reporting; and developed targeted action plans to increase operational effectiveness against KPIs, including efforts to reduce employee turnover and safety incidents.

THE WASHINGTON METROPOLITAN AREA TRANSIT AUTHORITY CONGRATULATES

FOR BEING SELECTED AS ONE OF THE 2019 WOMEN IN RAIL WINNERS FROM RAILWAY AGE MAGAZINE

18 Railway Age // November 2019

railwayage.com

CONGRATULATIONS TO KANSAS CITY SOUTHERN’S

Ginger Adamiak on being honored as one of Railway Age’s Women in Rail

kcsouthern.com

Women In Rail

Julie Green

Vice President New York LTK Engineering Services

Green is responsible for all rail vehicle and systems engineering projects and staff in the region. She’s also responsible for oversight of LTK’s national provision of expert consulting support on procurement of rail vehicles and systems, engineering cost estimates in support of procurements or change orders, and the performance of FTA Buy America Audits on-site at all major railcar manufacturers. Her experience combines both engineering and business.

Theresa Impastato

Executive Vice President and Chief Safety Officer WMATA

Impastato, who holds a B.S. and MSc from the University of Oxford and a B.S. from UPenn, has served in many capacities to improve the safety of railroading. She was the lead for the team at Amtrak which developed and submitted the first SSPP to the FRA, in advance of regulatory requirements.

She has served as an industry leader in the RSAC, APTA and TRB. Impastato has 20 years in the industry.

Lacy Kreger

Manager Economic Development BNSF

Kreger has been a key part of the BNSF Economic Development Strategic Program, including launching BNSF’s Certified Sites program, and a leader with BNSF Logistics Centers. She leads by example and has been promoted from working on rail projects with JLL for BNSF, to working directly with BNSF as a Manager and now Manager of Business Units Planning and Analysis. Her followup and ability to get things done is known throughout the organization.

Congratulations to BART Planning Manager Ellen Smith

on being named one of Railway Age’s 2019 “Women in Rail” in recognition of her outstanding accomplishments.

20 Railway Age // November 2019

railwayage.com

Women In Rail

Pat Remillard

Janet Scagnelli

Joan Smemoe

GM Operations Central Division

Deputy General Counsel

Canadian Pacific Railway

Conrail

Remillard’s knowledge and passion for her work in the rail industry is evident by her swift promotion through roles at Canadian Pacific. Each time she accepts a new challenge, she is quick to execute strategies and produce results, which is acknowledged by her being presented with more opportunities to help grow the business. Team building and management is an expertise of Remillard’s and something she has been championing for more than 25 years.

Scagnelli has been through the early years of Conrail’s creation in the ‘70s and navigated through the acquisition of Conrail. She was one of the first full-time environmental lawyers in the industry as regulatory and other legal authorities began clamping down on the industry in the late ‘80s and early ‘90s.

Scagnelli was a key member of the AAR’s Environmental Lawyers Working Group for many years. She personally handles numerous legal matters without outsourcing.

In recognition of her dedication to Conrail’s Core Values -

Chief Information Officer, Vice President Railinc

After joining Railinc in 2006 as a senior software engineer, Smemoe became co-lead for—and helped drive the success of—a transformational, industry-wide technology initiative that helped track railcar equipment health. She has provided technology leadership for important rail product initiatives including the AskRail mobile application, the Chicago Gateway Operations Services program and the Component Registry.

People, Risk, Service, Productivity and Initiative,

In recognition of her work toward achieving our Core Purpose

Conrail congratulates

—to be the safest and most respected transportation service provider in the world—

G&W is honored to congratulate

Janet Scagnelli

Deputy General Counsel

on being named one of Railway Age’s

Kimberly Thompson, Vice President of Sales and Marketing for our Southern Region railroads,

Women in Rail

on being named one of Railway Age ’s 2019 Women in Rail.

CONSOLIDATED RAIL CORPORATION www.conrail.com

Genesee & Wyoming Inc.

railwayage.com

www.gwrr.com

November 2019 // Railway Age 21

Women In Rail Women in Rail Nominees Honorable Mention

Ellen Smith

Group Manager New Transbay Rail Crossing

Kimberly Thompson

Vice President Sales and Marketing

SF Bay Area Rapid Transit District

G&W Southern Region Railroads,Genesee & Wyoming Railroad Services, Inc.

Smith led the planning and environmental work for two major BART extensions that have been built and are operating, and for one major maintenance facility. She’s very involved in the Women’s Transportation Seminar (WTS) and mentors younger women entering the rail transit field. In a complex political environment, Smith— who has 35 years in the industry—is successful at moving her projects forward.

At both NS and G&W, Thompson, with 17 years in the industry, has continuously ensured that customers recognize value in rail transportation. In addition to overseeing all sales and marketing activities for G&W’s 29 Southern Region railroads, she and her team have added 24 new accounts in 2019 alone and have progressed $60 million worth of new projects in G&W’s three-year industrial development pipeline.

22 Railway Age // November 2019

• Josee Ouellet, Vice President - Bids, Strategy & Transformation for Bombardier Transportation Americas, Bombardier Transportation Ouellet’s 24-year rail career has been diversified both in terms of the positions she has held as well as the knowledge she has gained through international assignments on several continents. She’s played key roles in the functions of Quality Assurance, Continuous Improvement, Project Management, Procurement & Supply Chain as well as Bids. She has lived in Asia, Europe, North America and most recently in Australia for three years during which she led complex rail-related Public-Private Partnership bids for Bombardier dealing with international partners. She’s now leading the Bids, Strategy and Transformation team for Bombardier Transportation Americas, based in its Saint-Bruno offices, in Quebec.

railwayage.com

Women In Rail • Tabetha Bolton, Director Labor Relations, Consolidated Rail Corporation (Conrail) Bolton has enjoyed a 29-year career working primarily as a Labor Relations professional. She began her career at “Big Conrail” in Philadelphia, but soon found herself practicing her profession in several of Conrail’s field offices. Her guidance in collective bargaining agreement matters assisted supervision in seamlessly accomplishing various safety and operational goals. In 1998, as part of the Conrail acquisition, she accepted a position with Norfolk Southern’s Labor Relations Department where she was a key team member in the Conrail employee integration process. During her time at NS she worked with members of the Yardmasters and various Shop Craft representatives to achieve single agreements for those crafts.

Bolton returned to Conrail, now Conrail Shared Assets, in 2013 where she currently serves as Conrail’s Director of Labor Relations • Maeghan Albiston, AVP Investor Relations & Pensions, Canadian Pacific Railway (CP) As AVP Investor Relations & Pensions, Albiston is the primary point of contact between CP and the financial community. In her role, she is responsible for the strategic management of CP’s investor relations program, in addition to overseeing its $13 billion pension portfolio. Having joined the company in 2005 as a Capital Markets Analyst in the Treasury Department, Albiston has held successively more responsible roles within the organization. She joined the investor relations department in 2011 in the midst of a very public proxy battle, and during her tenure in the department she has communicated the corporate strategy through significant management change, the implementation of a rapid corporate turnaround, and, more recently, the implementation of CP’s growth strategy under the leadership of a new CEO. • Padideh Moghaddam, Project Manager | Rail,Transit & Facility, Rummel, Klepper & Kahl (RK&K) Most of Moghaddam’s contribution to the industry has come in the form of mentorship, career guidance and recruitment of young engineers—especially women—to join the industry as professionals, entry level or otherwise. As an employee of RailWorks, she attended several career fairs at her alma mater, University of Illinois (Urbana-Cham-

paign), and recruited young engineers.

She has also successfully recruited professionals for offices outside of the U.S. who were not previously in the rail industry. Moghaddam’s career both in Iran and here in the U.S. has provided her with a unique understanding about the challenges of the rail industry. Her experience over her 11 years in the industry allowed her to identify one

area of concern: In this traditional industry, many of the most experienced and knowledgeable professionals are retiring or are getting near retirement age. One of her most important career goals is to work to devise the means for an easy transfer of knowledge and experience of previous generation’s experts to the younger generations through technology.

MILITARY Union Pacific 1943 pays tribute to the railroad’s military veterans.

Honoring Their Service, AND Much More How veterans and carriers find railroad employment a good fit. he U.S. military’s long association with North American railroading exists on several levels. First, railroads fulfilled the military’s crucial need for movement of troops and equipment both at home and abroad, dating back to at least the Civil War. During World War I, the U.S. government assumed operation of the railroads, but the daily operation was still carried out by the roads’ employees. During World War II, U.S. railroads completed the Herculean task of serving not only the military but the general 24 Railway Age // November 2019

boom in wartime traffic resulting from a strengthening economy and manufacturing needs generated mainly by the war. The Korean conflict and the Vietnam War also placed significant demands on the railroads, as have more recent conflicts in the Middle East. Also, railroad infrastructure on foreign soil during wartime required professional railroaders to join the military to build and maintain U.S. and Allied railroads near the zones of hot conflict.

During the postwar eras, many railroads found that employing veterans worked well for them, as it did for the veterans

themselves. Even today, U.S. troops deployed throughout the world facing combat or other rigorous duty find that, upon returning home, railroads offer excellent employment opportunities. “Veterans often have a dedicated work ethic and adaptability, both of which are important for railroad operations roles,” says Kansas City Southern spokesperson Doniele Carlson. CSX spokesperson Sheriee Bowman points out, “The values held by the U.S. Armed Forces closely align with many of the values held by CSX. Service, dedication and leadership are just a few of the qualities that make veterans railwayage.com

Union Pacific

T

BY DAVID C. LESTER, MANAGING EDITOR, RT&S

MILITARY attractive candidates.” BNSF spokesperson Bill Wilemon notes, “Veterans, with their teamwork and safety-first mentality, acclimate seamlessly into BNSF positions and our culture. They display leadership qualities and the ability to perform successfully in a fast-paced, dynamic environment while often having the experience of working outdoors for a prolonged period of time.”

Canadian Pacific Manager of Veteran Relations Rory Thompson says that many veterans have a wide range of experience and skillsets that make a good fit for the railroad. “Leadership skills, discipline, making decisions under pressure and working in a dangerous environment are just a few. These people have operated and lived in tough environments. They can complete tasks without a lot of resources, have dealt with weather issues and have performed well in high-tempo psychological environments. They have ambition, seek promotions and are goal-oriented.”

Union Pacific says that some of its first employees were Civil War veterans, and throughout its more than 155-year history, it has consistently supported the military, whether by moving troops and supplies, or by providing good jobs for veterans and active-duty soldiers. UP says it recognizes that members of the U.S. military are dedicated individuals who bring unique experience and skills. More than 17% of employees have military experience, with some still active in the National Guard or Reserves. In the past five years, 24% of new hires were veterans.

Railroads, Veterans Connect CP’s Thompson says, “We have a formal military recruitment program in the human resources department. And, we found veterans are best at hiring other veterans. We attend career fairs in bases, launch social media campaigns and sponsor many military activities across the country. Part of the outreach includes our website, where we have a dedicated veteran section where we outline popular roles for veterans and use military terms to make it easier for them.”

“BNSF works with all four branches of the military, including reservists,” says Wilemon. “This enables us to ensure we have a strong pipeline of military talent to fill our open positions. We build those relationships through military-sponsored recruiting events, working with various railwayage.com

Transition Assistance Program (TAP) offices and by communicating with military-related organizations and publications about our employment opportunities.”

Norfolk Southern Manager of Talent Acquisition Brad Dodd says, “We have several ways we reach out to veterans. We are most actively involved in partnering with individual Soldier for Life centers at Army bases. This is the Army’s career services branch.” NS also participates in the Army Partnership for Youth Success (PAYS) program. On the second day of their enlistment, soldiers choose participating companies they would like to link up with when their discharge dates are approaching. Many large companies engage in this program, including Coca-Cola and Amazon. Upon discharge, transitioning soldiers have to meet with these companies to learn what opportunities may be available to them.

“We also participate in career fairs at military bases,” Dodd adds. The railroad has recently participated in career fairs at Fort Bragg and Fort Benning. Moreover, Dodd says that Norfolk Southern is trying to expand its participation in career fairs at other bases. “We talk to a lot of soldiers who have been in the service for 10 years and are uncertain about how their skill sets will transfer to the private sector. Meeting and talking with them is one of the best ways to give soldiers this insight.”

According to CSX’s Bowman, “CSX has partnerships with national organizations that help veterans transition from the military to new careers. We attend events that focus on military hiring. The CSX Pride in Service program is one way we demonstrate our commitment to honor and serve our nation’s veterans, active military and firstresponders. Many of the communities we touch have high concentrations of military families, and we have deep connections to and gratitude for the first-responders in and around all of the areas in which we operate.”

Transition to Civilian Life The difficulties many veterans have in transitioning to civilian life are well-known.

While most railroads do not have counseling programs specifically for veterans, they do have robust employee assistance programs that are available to all employees. Watco’s Tracie VanBecelaere says its employee assistance program offers

confidential counseling sessions.

CP’s Thompson says that, in addition to its employee assistance program, the railroad has a veterans’ social club and mentoring program. Plus, Thompson, a veteran himself, will periodically check in with other vets to see how they’re doing. “For the veterans working at CP, Rory Thompson is the go-to person for veterans employed by the railroad who have any issues or questions,” says spokeperson Andy Cummings.

“All NS employees have the opportunity to access mental health counseling,” Dodd says.

Confidential in-house counseling is available, as are referrals to outside professionals.

“Regardless of background, the employee benefits package includes these services.”

The railroads work to match a skill set the veteran learned in the service with jobs well-suited to that skill set. For example, NS is piloting an internship program for veterans, where the Army will provide time for the service member, while still on active duty, to intern in a job to see what they think of the job and life on the railroad.

About 20,000 of NS’s 25,000 employees are agreement employees. While the general trend is for non-commissioned officers to pursue an agreement position and for officers to pursue a non-agreement job, this is not a hard and fast rule. Not all veterans who were non-commissioned officers want to pursue an agreement position, and not all who were officers wish to pursue an executive position. “We found a candidate at Fort Benning who is a West Point graduate and served as a tank commander while in the Army,” Dodd says. “When he joined NS, he was interested in being a supervisor, but did not want to pursue an executive job.”

Dodd adds that NS has found that veterans who were in air traffic control jobs for either the Air Force or the Army have gravitated toward train dispatching positions. Also, many veterans who worked in logistics during their service are finding that supply chain positions on the railroad are quite suitable. CP’s Thompson says his railroad employs veterans from “private to lieutenant colonel.”

BNSF’s Wilemon says, “Veterans who work for BNSF hold various leadership roles from top executives to first-line supervisors to skilled labor. Their flexibility and can-do attitudes enable them to successfully transition into virtually any position.”

November 2019 // Railway Age 25

Alexandra Tomo, Senior Analyst-Services Scheduling, Union Pacific A l e x a n d r a aircraft maintainer. “They’re the backbone Tomo always of the Air Force,” she said. “Working in that wanted to be a field was the best choice I made.” When she pilot, but her switched from active duty to reserve, Tomo dreams were looked for a career requiring related skills. halted by some- “What drew me to Union Pacific was how thing outside of her control: her height. “I similar it is to the military,” Tomo said. “I thought, well, if I can’t fly, the next best thing went from managing aircraft maintenance to managing train schedules.” is to be around planes,” Tomo said.

Today, she’s in UP’s Network Planning After four years of ROTC at Clarkson University in Potsdam, N.Y., Tomo was and Operations Department, working in commissioned as a second lieutenant in the service design and scheduling. “Although Air Force. She served as an aircraft mainte- I still work behind the scenes, it’s satisfynance officer at California’s Beale Air Force ing to see cars running smoothly, creating Base for three years before completing a happy customers,” she said.

Tomo serves today as a reservist in the two-year tour at Bellevue (Neb.) Offutt Air Force Base. Tomo is proud of her work as an Air National Guard.

Carl Walker, CSX Chief Engineer Communications & Signals Carl Walker began his career at CSX in 1999 as a Manager of Commu nications Solutions in technology following 22 years of service in the United States Navy. Walker has held various roles with increasing levels of responsibility, including Director of Communications Operations, Director of Program Management for Technology Projects, Assistant Chief Engineer Communications, Assistant Chief Engineer Signal Construction, and now, Chief Engineer Communications & Signals.

Walker began his military career as an enlisted service member in communications and was commissioned as an officer in 1989. He completed three deployments to the Persian Gulf on the U.S.S. George Washington during Operation Iraqi Freedom and the Gulf War. He learned about CSX while in the military, and became interested in working for a railroad, more specifically CSX, after his retirement. “What I like about going from the military to CSX is that the organizational structure is very similar,” he said. “Working for CSX, particularly in operations and engineering, you need a high level of dedication, commitment and discipline in order to effectively execute the various projects.”

Brian Warren, Watco After years of service, Warren returned Eleven years ago, Brian to his hometown of Boston, but didn’t W a r r e n ’ s find what he was looking for there. When Army Ranger a railroading job opened up in Florida, he unit found an jumped on it. At first, Florida sounded great, a b a n d o n e d but that was short-lived. He knew he wanted A m e r i c a n to stick with railroading. So, when he saw a flag while on a United Nations mission in conductor position at PPC-Condon located central Africa. Since then, that flag has trav- on the Washington-Oregon border, he eled across six continents with members applied and has been there since April 2017.

“Railroading is kind of like being in the of his team. It’s suffered some damage and received repairs along the way, but now service because a lot of it is black and white. that flag flies in the yard of Watco’s Palouse It’s regimented. You know what you’re River & Coulee City Condon, Ore., switch- doing each day. You’re either being safe or you’re not,” said Warren. “You watch out for ing location.

the guys next to you to make sure you’re all going home at the end of the day.”

Warren carried another flag with him while he ran the Columbia Gorge Half Marathon on Oct. 22. He finished in just over two hours after cramps set in during the last few miles. When he’s not working, running or enjoying the Pacific Northwest’s booming craft beer scene, Warren volunteers to raise funds and awareness for the Veteran Suicide Prevention Association. “It’s important that men and women get the help they need,” he said. “I needed help in the past, and now I’m in a position to give back.”

26 Railway Age // November 2019

railwayage.com

Norfolk Southern

MILITARY

MILITARY Lyle Hayes, Director of Marketing, Industrial Products, BNSF Lyle Hayes options outside of the Navy, and recruited served in the the assistance of a headhunter for junior Navy for 11 officers in 2008. In late 2008, Hayes began years holding his career at BNSF as an Industrial Proda variety of ucts Sales Manager in San Bernardino. He I n t e l l i g e n c e eventually took a position in sales for the Officer positions while stationed in Virginia, Consumer Products team, gaining a wider South Korea and Hawaii. Additionally, he understanding of the various commoddeployed throughout Asia, the Middle East ity groups at BNSF. Using this knowledge, and Northern Africa in support of Opera- Hayes earned a director’s role in Customer tion Southern Watch, Operation Enduring Support. Now in his 11th year with the Freedom, Operation Unified Assistance and company, Hayes has returned to the Industrial Products team for the past two years as the broader Global War on Terrorism.

After marrying his wife, Monique, and a director of marketing, where he is responcelebrating the birth of his daughter, Soraya, sible for marketing strategy, forecasting and Hayes decided to pursue employment pricing for BNSF’s forest products business.

Rory Thompson, Manager of Veteran Relations, Canadian Pacific After his transition out of the military, Born and raised in Scotland, Thompson quickly found a job at CP applyRory Thomp- ing his technical knowledge and extensive son spent 11 leadership skills as a Manager in the Signals years as a British and Communications Department. After Army Officer. identifying many parallels and synergies During his term, he served as a Captain in the between the military and the railroad, he prestigious Parachute Regiment, worked for a found himself recruiting many of his veteran British Intelligence Agency and was deployed colleagues to CP. Thompson was recognized for his efforts to more than 15 countries. After spending more than two years in Canada as an Opera- assisting the veteran community transitions Officer at the British Army’s largest tion to careers at CP and was promoted to training establishment in Suffield, Alberta, he Manager of Veteran Relations. In this role, decided he wanted to emigrate and settle into he is responsible for recruiting and retaining veterans at CP. civilian life.

CSX

Herschel Flowers, Homeland Security Manager, Kansas City Southern Herschel Flowers was an Infantry Non-Commissioned Officer, and after Officer Candidate School he became a Chemical, Biological, Radiological and Nuclear (CBRN) Officer, mainly in charge of Homeland Defense and Consequence Management. He is currently a Major in the Army Reserve, serving as Course Chief for the Army Reserve and National Guard CBRN Captains Career Course.

In 2007, as he was transitioning out of Active Duty, Flowers attended a job fair in Dallas, where he was able to interview with KCS. The railroad was interested in his military experience and his diverse skill set that included understanding in HAZMAT, Legal affairs and CBRN, as well as that he is a fluent Spanish speaker.

Flowers is the Homeland Security Manager at KCS, responsible for working with all federal agencies that manage railroad security. He ensures that the company meets all regulatory requirements, and works with KCS Railroad Polices. He recently commissioned as a Peace Officer, so he now also serves as Railroad Special Agent within the KCS Police Department, responsible for the protection of railroad personnel, property and assets.

railwayage.com

November 2019 // Railway Age 27

Connecting You To More Siemens Mobility is providing a clear vision for Freight Railroads to make the most out of their assets. Siemens uses connectivity, asset monitoring, and data analytics to help bridge the gap between the railroad’s current operation and a more transparently efficient future. By investing in products and technology, Siemens has the end-to-end solutions to connect the railroad’s vision into more.

usa.siemens.com/mobility

GRADE CROSSINGS

SMART CROSSINGS Many motorists aren’t so smart, or at least situationally aware, at grade crossings. That’s why, in the interests of public safety, protection equipment needs to be intelligent.

D

BY WILLIAM C. VANTUONO, EDITOR-IN-CHIEF

espite a dramatic reduction in grade crossing collisions involving motor vehicles over the past couple of decades, such incidents remain a concern for railroads, and for public safety stakeholders such as first-responders, law enforcement and state departments of transportation. The horrific Feb. 3, 2015 accident at Valhalla, N.Y., on Metro-North’s Harlem Line that killed the driver of an SUV (who may not have been aware that she was on a crossing) and five

railwayage.com

passengers in the lead EMU railcar is a grim reminder of what can happen.

No doubt, in recent years, grade crossing warning systems have become noticeably more sophisticated, with such technologies as constant warning time circuits, median barriers, four-quadrant gates, LED lighting, electronic bells, electronic horns that duplicate the sound of an approaching train and vehicle detection/intrusion systems.

The latter, a more-recent development, has a lot of promise for reducing collisions simply because any system that can detect

the presence of a motor vehicle on a crossing—whether it’s a long-wheelbase truck with an improperly trained driver at the wheel hung up on a steep grade, or a motorist who isn’t aware of his or her surroundings or stopped on a crossing in heavy traffic—can save life and limb, except, of course, in the case of motorists who drive around lowered gates, thinking they can beat the train.

One example of such technology has been developed by L.B. Foster. It’s the LIDAR Obstacle Detection system, more than 100 of which have been deployed across the November 2019 // Railway Age 29

GRADE CROSSINGS

WE SUPPLY AMERICA’S RAILROADS Relay ties. Pre-plating.

Panelization.

We’ve been in the rail tie business for over 25 years and are proud to have over 5 million of our relay ties in the US rail system.

L.B. Foster’s LIDAR Obstacle Detection system is protected by ruggedized steel housings with motorized shutters that prevent vandalism as well as contamination and damage from passing trains.

NEVADARAIL.COM 30 Railway Age // November 2019

United Kingdom as part of the country’s national level (grade) crossing upgrade and safety program. Designed to detect obstacles on the ground and around the edge of barrier lines, this system “delivers unique small-object detection, protecting children

and adults as well as vehicles and other large objects,” the company notes.

LIDAR, for “Light Detection and Ranging,” is a remote sensing method that uses light in the form of a pulsed laser to measure ranges, or variable distances. railwayage.com

GRADE CROSSINGS L.B. Foster’s system, which was featured at Railway Interchange 2019, offers “improved reliability of detection in all weather conditions, better accuracy of obstacle detection down to 4.5 inches, improved availability due to reduced maintenance routines, and increased flexibility in utilizing intelligent algorithms for velocity, direction, etc.” As well, the company notes, it features “lower life cycle costs due to reduced maintenance and product replacement cycles, and reduced train delays due to near-zero false alarms.”

And, the LIDAR Obstacle Detection system is designed to withstand the elements, be they weather- or humanrelated. It’s protected by ruggedized steel housings with motorized shutters that prevent vandalism as well as contamination and damage from passing trains. To complement the LIDAR, L.B. Foster offers a complete CCTV monitoring system that records the complete crossing, including road traffic signals, and provides crossing violation reports for “enforcement of dangerous driving offenses and hard

evidence for grade crossing risk analysis.”

The system’s specifications are as follows: • Laser protection Class 1 IEC/EN60825-1 Second edition 2007; and Class I FDA 21CFR 1040.10,1040.11 (Laser Notice No.50).

• Laser emission wavelength of 905 nanometers (infrared laser).

• Vertical mounting radius coverage of approximately 100 feet (30 meters), with a 190-degree arc.

• Maximum horizontal mounting coverage of approximately 200 feet (60 meters).

• Detection resolution of 0.25 degrees.

• Power input of 24V AC/DC ±10%.

• Current draw of 400 mA (24VDC); 600 mA (24VAC).

• Ethernet, RJ-45,10BASE-T/100BASE-TX communication ports.

• UDP, TCP/IP *Redwall event code protocols.

• Form C, 28VDC, 0.2A maximum master alarm output.

• Form C, 28VDC, 0.2A maximum trouble output.

• N.C. 28VDC, 0.1A maximum tamper output.

• Form C, 28V DC, 0.2A maximum environmental disqualification circuit.

• Operating temperature range of –4 degrees F (–20 degrees C) to 140 degrees F (60 degrees C).

• IP66 IP rating.

SIEMENS: TRADITIONAL LOOK in a HIGH-TECH PACKAGE Siemens and its predecessor companies (Safetran, Invensys Rail) have been supplying grade crossing warning systems for generations. Among the company’s latest offerings is the GCP (Grade Crossing Predictor) 3000 Plus, described as “a complete drop-in replacement for older technology, offering the same wiring and screens but with new electronics, and installation time of less than 90 minutes.” It is a microprocessor-controlled system that is deployed to continually monitor the approaches to railroad grade crossings.

The GCP 3000 Plus uses up to two track circuits for train detection. Each track module has one track predictor that is configurable as a motion sensor or predictor,

An Essential Safety Solution for Grade Crossings L.B. Foster’s Grade Crossing Monitoring uses LIDAR to ensure safe passage of trains through the crossing. Designed to identify pedestrians and vehicles located inside a grade crossing, the system will issue warnings to the rail operator if an obstacle is detected.

For more information visit: www.lbfoster.com 1-630.320.1381 railwayage.com LBFoster_RA_LiDAR.indd 1

November 2019 // Railway Age 31 10/21/2019 5:21:56 PM

GRADE CROSSINGS with two vital inputs and two vital outputs.

The unit’s Track Module Prime Predictor, Siemens notes, “is generally used for control of local crossings, while its Track Module (DAX, for “Digital Access Exchange,” A through DAX D) predictors are normally used for control of remote crossings. Usually, the Track Module Preempt Predictor is utilized for interconnection with traffic signal systems. In addition to predictors, each track module is capable of providing a multi-frequency island circuit.”

In operation, the GCP 3000 Plus can function in Predictor or Motion Sensor (MS) modes. In the Predictor mode, it detects approaching trains, computes train speed and distance, predicts train arrival time at the crossing, and activates crossing warning equipment at a set (programmed) time prior to the predicted arrival of the train at the crossing.

In Motion Sensor mode, GCP 3000 Plus detects the motion of an approaching train when its speed exceeds the motion detection threshold of approximately 2 mph at

THE NEWS DESTINATION FOR THE RAIL INDUSTRY

the crossing, and activates crossing warning equipment at time of train detection.

Here’s how the electronics function: The unit applies a constant-current AC

Grade crossing prediction equipment is complex, but the safety benefits are easy to appreciate. signal to the track and measures the level of the resulting voltage, known as the “EZ” to signal maintainers/installers. The EZ varies with approach-track impedance.

This, in turn, corresponds to the distance

of the train from the crossing. When unoccupied, the approach circuit has maximum impedance. When a train enters the approach and moves toward the crossing, the low-resistance shunt created by the train’s wheels causes the track circuit impedance to decrease, thereby decreasing the EZ level. When a train reaches the crossing, the approach circuit is reduced to minimum impedance.

The GCP 3000 Plus senses the EZ value and its rate of change, and uses it to calculate train speed and train arrival time at the crossing, and activates the crossing-warning equipment at the programmed time prior to the train’s arrival. Once the train exits the island circuit, the impedance level will begin to increase, raising the EZ level back up to its highest resting value.

The GCP 3000 Plus also accommodates Traffic Signal Preemption. Here’s how it functions: A DAX Preempt output interconnected to traffic signal equipment is used to initiate a preemption sequence that systematically clears vehicular traffic

New Website Featuring: Breaking News Daily

Thousands of articles covering the rail industry

Mobile-friendly

Responsive across devices

Optimized Navigation

Easier to explore related content

Improved Search

Enhanced search capabilities

Industry Opinion & Resources Expert analysis from industry leaders and vital rail resources

AILWAY GE 32 RA_Redesign_WebPromo_Ad_HalfHoriztonal_Final.indd Railway Age // November 2019 1

www.railwayage.com

railwayage.com 4/16/18 1:17 PM

GRADE CROSSINGS from the crossing area. The preemption cycle can be initiated either in advance of crossing signal activation using Advance Preemption, or at the same time as crossing signal activation using Simultaneous Preemption. Traffic signal preemption can be performed using an output from the unit’s RIO (Remote Input/Output) module. The front contacts of a DAX Relay are routed to the local traffic signal control equipment, where they are used to control operation of the traffic signal lights at the crossing. Where only the DAX preempt and prime predictors are used at a crossing (no Advanced Preemption Timer is used), the time between the start of the traffic signal preemption cycle and the start of the crossing warning signals is determined by the DAX preempt predictor warning time, prime predictor warning time and train speed variation following preempt prediction.

For example, with the DAX preempt predictor warning time set to 40 seconds, the prime warning time set to 30 seconds and the advance preempt delay set to 10 seconds, a train traveling at a constant speed through the approach will result in an advance traffic preemption interval of 10 seconds.

Sound complicated? It is, but not nearly as complicated as the complications that inevitably result from a grade crossing collision.

The Siemens GCP (Grade Crossing Predictor) 3000 Plus uses up to two track circuits for train detection. Each track module has one track predictor that is configurable as a motion sensor or predictor, and also has two vital inputs and outputs. Its Track Module Prime Predictor is generally used for control of local crossings, while its Track Module predictors are normally used for control of remote crossings. A Track Module Preempt Predictor is utilized for interconnection with traffic signal systems. Each track module is capable of providing a multifrequency island circuit.

TURN KEY SOLUTIONS FOR ALL YOUR SIGNALING NEEDS

1-859-881-7521 railwayage.com

WWW.RJCORMAN.COM/RA November 2019 // Railway Age 33

UNION PACIFIC

NEXT-GEN FREIGHT RAILROADING

JOURNEY to ATO

Enhanced energy management systems, smart end-of-train devices and moving-block signaling and train control are all under development at Union Pacific as it embarks on a journey to autonomous operation. t might look like a normal articulated truck, the same as the millions that carry freight on North America’s highway network. But a silver Freightliner Cascadia tractor-trailer currently driving on Virginia’s roads is doing so entirely under the command of autonomous driving software. A licensed safety driver is in the cab, and there is an engineer to monitor the system. However, Freightliner, owned by Daimler Trucks, hopes these supervisors won’t have to take the wheel.

The tests began in September in the south of the state, and the plan is to expand the deployment of the technology, which 34 Railway Age // November 2019

delivers Society of Automotive Engineers (SAE) Level 4 autonomy, to more trucks over the coming months. This strategy reflects the goal of Daimler’s Autonomous Technology Group, founded in May 2019 with a $570 million investment budget, to deliver SAE Level 4, where drivers remain in a supervisory capacity, to all its vehicles within the next decade.

Daimler isn’t alone in developing automated trucks. U.S. autonomous pioneer Peloton is working with the U.S. Postal Service on a two-truck platooning pilot that does not require a driver in the second truck. UPS is similarly conducting autonomous tests in Arizona, having purchased

a stake in TuSimple, another automated driving start-up. Even Tesla is active in this area. The Semi, the company’s electric articulated truck, is set to feature the second generation of Tesla’s semiautonomous technology, offering automatic braking, lane keeping and lane departure warnings.

For railroads, the economics of automated trucking are a major concern.

Convoying trucks offer significant cost savings and efficiency gains for rubber-tired vehicles. Electric trucks are also cleaner than diesel locomotives.

The U.S. Class I response is to improve the efficiency and economics of what they have by introducing their own form railwayage.com

Bruce Kelly

I

BY KEVIN SMITH, FEATURES EDITOR, INTERNATIONAL RAILWAY JOURNAL

UNION PACIFIC of automation. With the rollout of Positive Train Control (PTC) now in the final stretch, the railroads are shifting their focus to projects with this infrastructure. The goal is to improve the efficiency of operations in the short-term, with an eye on delivering various stages of autonomous operation in the medium- to long-term.

Among them is Union Pacific. By the end of the year, and more than 11 years after PTC was mandated by the federal government, UP will have invested $2.9 billion to install PTC equipment on nearly 17,000 route-miles and 5,515 locomotives, and on more than 10,000 wayside antennas. According to Assistant Vice President Transportation Systems Development Michael R. Newcomb, the railroad is currently running 9 million service-miles every month using PTC. Newcomb was speaking at the AREMA conference at Railway Interchange in Minneapolis. He says that with UP’s PTC network virtually complete, some of the current work in the final stage of systems data operations for PTC is focusing on improving interoperability with other railroads.

Newcomb reported that 12 of UP’s 31 tenant railroads are now interoperable, equivalent to 85% of total operational miles.

However, with in-field expertise reducing due to retirements, UP is looking to support its tenants by assisting them with the testing and upgrade process. By issuing release and change management documents, he says the goal is to reduce the replication labor and local expertise required from releaseto-release for PTC. The railroad is also looking to improve diagnostics capability for smaller railroads.

While the Class I’s have advanced diagnostics for themselves, this is often not the case for their tenants. Currently, if a small railroad has an emergency braking event, UP will request the logs from the locomotive. Initially, this was done via email, but increasingly, engineers will use an onboard touchscreen module as a standard way to ask for and log exchanges. The Class I’s are set to have the capability to download this information electronically by the end of the year. In addition, through work with Association of American Railroads subsidiary Railinc, UP is aggregating data from this diagnostics information. “Our ability to exchange diagnostics information in railwayage.com

support of operations is maturing pretty rapidly,” Newcomb says.

Another area relates to Reliability, Availability, Maintainability and Safety (RAMS) of the PTC network.

The Class I’s requested and ultimately paid for suppliers to redesign the initial PTC model in 2012. The result is that engineers are now able to write software into the system, allowing the railroad to model changes and assess their possible impact before they are introduced. This could have significant implications for improved traffic management in high-density areas.

“The purpose of this is to get evergreen capability at the industry level for our RAMS management exploits,” Newcomb

UP IS DEVELOPING THE TECHNOLOGY AND PROTOCOLS FOR WHAT IT IS CALLING QMB (QUASI MOVING-BLOCK). says. “All of our models produce a train delay calculation; that’s the value we added.

If there is a train delay, you can calculate the business benefits and consequences of a change. Our goal is to have the infrastructure in place so as we make changes to the system—maybe we are required at some point to have some new public communications capability—we want to model it, put it in the system and see what the net return will be. We want that evergreen capability as part of the maturation of the system.

Clearly, with the way the system works with the overlaying of the train, the higher the density of traffic on the line, the greater the impact of PTC.” The railroad is also working on improving geo-location of its assets. PTC relies on GPS, which is accurate to around 25 feet, but makes identifying track occupancy difficult. Trials with the Positive Train Location (PTL) system developed by Leidos

have taken place during the past four years across the U.S. The system combines information from multiple sensors and a track database (when available) in the Leidos Embedded Data-fusion Geospatial Engine (EDGE) sensor fusion algorithms to create optimal-state estimates for position, velocity and altitude. BNSF has already installed the first-generation product, and UP is set to follow suit to assess the product’s performance in real-life operating conditions.

Beyond optimizing current systems, work is under way to identify, develop and install new technologies that would form the backbone of a future autonomous train control network.

Among the early steps in this process is a higher-level study looking at current signaling system design, the approach, and the rules have been introduced following various accidents in the past.

Newcomb also reports that UP is developing the technology and protocols necessary to introduce Quasi Moving-Block (QMB) operation. “We have industry consensus on the concept,” he says. “We have this idea where it might be able to eliminate the intermediate signals as we go toward moving-block, but we are not proposing to eliminate track circuits. Roll-on-roll-off protection, presence detection and broken rail detection will be maintained, and the information will be transmitted to a back office from where we will issue authorities and establish train separation. During normal operation, no trains will occupy the same block, as they do with Centralized Traffic Control (CTC), but we will split the block into smaller authorities.

“We are heading toward restricted speed protection and train occupancy protection. BNSF is doing a test on this first, and we see this as a 36- to 48-month deal to get through all of the safety analysis and to get all of the standards to work. BNSF has its product, and we will match the standards.

You are going to start seeing it shortly.”

Among the key enablers for UP highlighted by Newcomb is the update to the end-of-train device (EOT).

Developed during the 1980s to replace the traditional caboose, as well as providing a visible indication of the rear of the train, the devices can monitor brake pipe pressure, relaying information via telemetry to the locomotive. Developing the EOT is necessary to expand PTL capability, which November 2019 // Railway Age 35

UNION PACIFIC is available for the front of the train, to the rear. Newcomb says this will offer the integrity necessary to close up the block distance and enable trains to travel at higher speeds.

He says that UP will also add a back-up camera to the next-generation EOT, which is optional, but it will be in the specification as it is considered a major enabler for singleperson train operation in the future.

QMB could offer vast improvements in train reliability. Rather than relying on wayside infrastructure, trains will begin to communicate with one another and respond accordingly, significantly improving operating conditions in challenging areas like Chicago.

While QMB removes this restriction within the confines of the existing track circuit model, full moving-block will require a replacement for track circuits, with research in this area under way. However, Newcomb concedes that to get there, additional communications capacity is required beyond the 220MHz band currently used by the railroads, with his preference the use of

60MHz. “That is part of the thinking and planning moving forward,” he says. “I see communications becoming a large part of the investment cycle over time.”

An enhanced train Energy Management System (EMS) is also set to play a major role in managing train performance and forces.

While EMS was included in the initial specification for PTC, Newcomb says it slipped down the running order as the railroads suffered from “interoperability fatigue.”

EMS is now returning as a priority capability that can manage key functions in the train, from stop-start to air and dynamic brakes. Newcomb says PTC provides the situational awareness for EMS, meaning that it does not have to be turned off when the signal is not there, thus unlocking huge potential capability to improve the efficiency of operation. “It used to be a signal product; now it is a railroad product,” he says.

A key milestone for UP’s use of EMS took place at the beginning of September when the railroad operated a PTC-enabled train with New York Air Brake’s LEADER EMS

How energy-efficient are locomotives?

Diesel-Electric Locomotives

Come along with us as we explore how diesel-electric locomotives actually work and penetrate the hush-hush world of locomotive fuel economy and energy efficiency.

This beautifully illustrated, information-packed book, written by an energy expert, allows you to look under the hood of the most modern diesel-electric locomotives through an energy and environment lens.

How They Work, Use Energy, and Can Become More Efficient and Environmentally Sustainable

by Walter

technology “Zero-to-Zero” (RA, September 2019, cover story). Instead of the EMS activating when the EMD SD70AC locomotive was stationary and up to 10 mph, it remained in use for the entire 43-mile trip.

Newcomb says integration with PTC has taken a 65% opportunity to apply EMS on a trip, given the non-clear signals and other things that occur, to 90%-plus and ultimately a 98%-99% application.

In the short term, this offers fuel savings: Newcomb projects that UP will double fuel efficiency using EMS and other associated efficiency initiatives in the next 10 years. In the long term, the benefits include management of the entire consist and the movement away from the DP (Distributed Power) model to autonomous control of individual elements.

As a railroad subscribing to the Precision Scheduled Railroading (PSR) operating model, where trains are increasingly made up of varying consists, managing in-trains forces has become a concern. Trains are braking more, increasing the risk of derailment with

Simpson

• Discover how every energy producing or consuming component of diesel-electric locomotives works, including the diesel engine, alternator/rectifier, inverters, traction motors, braking systems, auxiliary energy systems, head-end power, aerodynamics, and emissions controls.

• Learn about locomotive fuel economy technologies and energy efficiency performance measures rarely discussed by the railroad industry.

• Gain insights on meeting future environmental challenges with alternative fuels and motive power options.

“Walter Simpson’s book should prove interesting and educational to a wide audience—from rail buffs wanting to know more about the inner workings of their passion to anyone working on transportation policy. Professional railroaders will benefit from this well-researched nuts-and-bolts book.”

–Dave Cook, Rail Propulsion Systems

“Here at last is a publication that addresses the technical side of diesel electric locomotives yet one that explains the many details of these marvelous electro-mechanical machines in language a lay person can understand. And all this written from the unique perspective of energy conservation, one of the true hallmarks of North American railroading.”

–Don Graab, Retired Vice President-Mechanical, Norfolk Southern

Simmons-Boardman Books, Inc. 1809 Capitol Avenue, Omaha, NE 68102

1-800-228-9670

www.transalert.com • orders@sb-reb.com 36 Railway Age // November 2019

Gift Great ! a e Id

$45.00

Use book code BKDIESEL. Softcover, 250+ pages, full-color graphics.

S&H $10.78 single copy U.S., $16.80 single copy Canada. Call for shipping prices on international orders and for multiple book orders.

railwayage.com

UNION PACIFIC the weaker elements of the train. “What we are doing with EMS is potentially managing those in-train forces and reducing the risk,” Newcomb says, adding that one EMS product that has been deployed has exceeded expectations in terms of managing train consists.

“We have been running in our most critical territory for the past three months and we have had zero breakages.”

Inevitably the ultimate objective for UP is Autonomous Train Operation (ATO), particularly if the railroad is to counter what Newcomb describes as the “clear and present danger” from autonomous trucking.

There are significant obstacles to get to this point, among them the future of human resources and the inevitable pushback from labor unions—a situation shared by the trucking industry—as well as the technical and regulatory challenges to prove that unmanned vehicles are safe.

Newcomb did not put a timeframe on the ATO project. However, he says that UP has a high-level architecture for ATO that is

subject to change. The writing of ATO specifications, which is taking place in committee and is led by the company’s Technology Advisory Group, also got under way earlier this year.

Newcomb says the most technically challenging issue is to solve encroachment on the right-of-way—whether this is from road vehicles at grade crossings, livestock, trees or boulders. While the human brain can see into the distance and make decisions based on this, it is also restricted by poor visibility, so there is an opportunity to deliver a more sophisticated system that enables trains to run at higher speeds than they otherwise would by reducing this risk. There is also the opportunity to solve restrictive operations in areas with limited coverage.

“We have been talking to Waymo, Apple and trucking companies interested in rubber-tired automation,” Newcomb says.

“The challenge we see is that they do not have to see as far. It ends up being part of the military-industrial complex, not only in the U.S., but some from outside are starting

to solve some of these problems. However, it is still years in the making, and it will be a long capital cycle before we get there.”

UP and the Class I’s are of course not the only railroads looking at ATO. Rio Tinto’s Pilbara Autohaul project, now in full operation, is the flag bearer for such applications.

Newcomb reports that he has been closely engaged with the project, meeting with Rio Tinto on several occasions. He also says the Zero-to-Zero test was based on technology in use by BHP Billiton, another Australian heavy-haul railroad pursuing ATO. However, the scale of what the Class I’s are trying to achieve in the U.S. compared with the Pilbara emphasizes the challenges they will face. Rio Tinto has a single locomotive fleet running the same 240-car consist on a closed 930-mile network. UP’s 31,600mile network is a whole different ballgame.

“We have shown with Zero-to-Zero that we can do these things, but it is about doing it safely,” Newcomb says. “Rio Tinto has 44 grade crossings. We have 31,000. That gives you a sense of the challenges ahead.”

GLOBAL RAIL TENDERS

TURNING OPPORTUNITIES INTO NEW BUSINESS railwayage.com RA_GlobalRailTendersAD_Half.indd 1

Get up-to-the-minute business intelligence by subscribing to GlobalRailTenders.com Powered by

AILWAY GE November 2019 // 7/18/17 Railway11:53 AgeAM 37

TOD MONTREAL Réseau Express Métropolitan (REM) will introduce a 67-kilometer (42-mile) autonomous rail system providing rapid all-day service to many parts of the Montreal region.

A Global Hub Turns to TOD

BY STEVE POTVIN AND CRAIG SKLENAR, STANTEC

How the growing Montreal region is blending transit-oriented development into its legacy environment.

I

n the fifth installment of our ongoing series on transit-oriented development (TOD), we’ve focused on Montreal. Our previous articles looked how New York got TOD right, how California is doing something different, the key role P3s can play in booming Toronto, and Chicago’s TOD experience.

Montreal might be fondly known as Canada’s cultural capital, with Instagramworthy historic streets, a global reputation for arts and festivals and a seemingly endless supply of cuisine that always inspires.

However, its status as a cultural powerhouse is owed primarily to the importance Montreal holds as a trade port for Canada.

Situated as the most inland port of the Saint Lawrence River, Montreal was long the 38 Railway Age // November 2019

transfer point for Atlantic passengers and goods to continue their journey further west, and was established as a key global trade port as early as the 17th Century.

From early settlements to today, Montreal has always been a global leader in trade, transport and design. This includes all things transit. At one time, it had four major train stations operating, connecting local, regional and national rail lines to the Port of Montreal—at one point the largest grain port in the world. The Port continues to play a strategic role in ensuring Canadian farmers can get their produce to market.

The city’s historic status as a port and a hub has an enormous influence on its approach to transit and development today.

The best place to start the story is the 1960s.

Quebec’s Modernization In the 1960s, Montreal witnessed massive progressive changes, including the institution of welfare systems, secularization from the Catholic Church and a commitment to providing transit to the citizens of Montreal.

This period, called “The Quiet Revolution,” was accompanied by the construction of the Montreal Metro system.

Opening fully in 1967 with 16 kilometers (9.9 miles) of track and 26 stations, the Montreal Metro was the first metro system in North America to operate on a rubbertire system. Today, the Metro operates 69.2 kilometers (43 miles) and 68 stations. Its construction coincided with the 1967 World Expo, which highlighted the cultural and economic influence of Quebec and Canada railwayage.com

TOD MONTREAL to the world. The innovative Metro system connected inner-city Montreal to Jean Drapeau Island, where the Expo was held.

Due to Montreal’s compact development patterns, much of the island could be considered a transit-oriented development.

During the construction of the Metro, care was given to the existing neighborhoods of Montreal, ensuring that the rail system was built in the least obtrusive way possible.

Innovation was key for the development of the Metro, which saw one of the world’s first art-in-transit programs. A national competition was held for Canadian architects to design each station. This resulted in the unique designs that are a hallmark of the Metro, using common construction elements (concrete, tile, brick).

Today, Montreal Metro has the highest ridership per capita in North America next to New York City, and continues to grow in ridership. This spike in popularity has created an urgent need to alleviate overcrowding and seek transit solutions regionwide for a more balanced approach to moving people. This has challenges. While the City of Montreal has a robust network of transport options, the region’s suburban offerings are much more limited, which has contributed to the annual growth in automobile ridership, highlighting the urgent need to provide other transport solutions.

Old Montreal Vs. The Suburbs While classic pictures of Montreal depict oldworld winding streets and quaint walkable

neighborhoods, outside the inner-city ring a different story is told. Post-WWII suburban style development prevalent in other North American cities exists in Montreal as well. Communities on the north shore like Laval and the series of communities on the south shore from Longueil to Brossard and beyond accounted for the highest growth areas of the region from the 1960s onward.

The low-density-built form across the region has continued, but beginning in the 1990s, the provincial government began a series of measures to address growing concerns of traffic, loss of prime agricultural land, efficiency in local governance and a more regional approach to growth.

With the forced amalgamation measures in the early 2000s, and subsequent de-amalgamation referendums, Montreal’s region had not been focused on regional transit initiatives until recently. These new initiatives are designed to address growing traffic congestion concerns, as well as meet Quebec’s greenhouse gas reduction goals and continue the preservation of agricultural lands surrounding the regional planning area. They have resulted in creative solutions to delivering better transit service to current and future residents of the region.

Compared to other Canadian markets like Toronto or Vancouver, Montreal’s growth is only beginning. The momentum Montreal experienced from hosting Expo and the 1976 Olympics was stymied by a series of political initiatives, from French language and cultural protection

requirements in the 1970s, to a referendum to separate from Canada that barely failed in the 1990s. As a result, investment in the province remained minimal from outside forces. Housing stock has stayed near constant since the 1990s, with increases only amounting to organic growth.

Beginning in 2013, a renaissance in business investment in the province has led to consistent job growth, and the province now enjoys budget surpluses for the first time in decades. Innovation industries like video games, movies and the growing field of artificial intelligence has resulted in a global talent recruitment campaign to fill these new jobs. These new industries, combined with demographic shifts seen globally, have resulted in growth in housing investments and new office development.

It’s important that transit investment keeps pace with development pressure to accommodate these new intensive urban nodes across the region. Innovation has been a cornerstone to these new initiatives, thinking beyond both traditional financing models as well as technology.

After decades of stalled or minor transit improvements, a new movement of investment began in earnest in 2015 when Quebec’s pension fund, Caisse de dépôt et placement du Québec (CDPQ), agreed to begin using its financial clout to invest in major transportation projects within Quebec, utilizing up to C$7.4 billion of pension funds set to be issued between 2014 and 2024.

Their first project to invest in is an

The Réseau Express Métropolitan (REM) is using an innovative funding model to build a 67-kilometer (42-mile) autonomous rail system to service the region. Source: Réseau Express Métropolitan. Projects like the Taschereau Tramway offer paths to implementing rapid transit solutions quickly and give municipalities direction on where to focus development in the future. Source: Stantec. railwayage.com

November 2019 // Railway Age 39

TOD MONTREAL ambitious sprawling rail project called Réseau Express Métropolitan (REM), which will introduce a 67-kilometer (42-mile) autonomous rail system providing rapid all-day service to many parts of the Montreal region. REM will not only interface with the Montreal Metro and regional rail, but also connect to the Central Train Station, link up with VIA Rail’s national rail service, and add a long-desired connection to Montreal International Airport from the downtown in less than 30 minutes.

CDPQ’s funding scheme provides 51% of the funding of the capital line plus operation expenditures for 30 years. To recoup this investment, a 10% development charge to new construction within 1 kilometer of each REM station will be assessed.

Quebec’s visionary approach provides a foundational opportunity to tackle many provincial priorities. These include meeting climate mandate goals, alleviating regional traffic congestion and providing better housing choices. This approach establishes a “made in Quebec” strategy that employs thousands of Quebecers to design, build and operate the new system, and provides a solid return on investment to pensioners of Quebec. (Full disclosure: Stantec’s transportation team is working on the project.)

CDPQ’s funding strategy has greatly reduced the amount of time a major transit project can be implemented: REM went from concept to construction in less than three years. Provincial and federal funding is greatly reduced or relied upon to greenlight projects of this scale and scope, which traditionally would take a decade or more in planning and approvals by government.

Once complete, the REM will have 26 stations and a projected annual ridership of more than 69 million.

Beyond REM Other initiatives to improve the region’s transit offerings has gained interest by elected officials. Montreal Mayor Valerie Plante’s 2017 campaign centered on the creation of the C$6.7 billion Pink Line, which would connect Montreal North to the Southwest neighborhood of Lachine, filling a major service gap in the Metro. The provincial government has recently agreed to study this important transit connection as part of a deal to help fund the Quebec City tramway. In addition, the City of 40 Railway Age // November 2019

Montreal has secured funding to add five stations through the Blue Line Metro extension and is currently implementing its first BRT (bus rapid transit) line along Pie XI Boulevard. The city has also approved a 10-year transportation strategy that aims to provide a more balanced network in the downtown core, providing guidelines on how to implement bike lanes, pedestrian and transit amenities in strategic ways.

Off the island of Montreal, Réseau de Transport de Longueuil (RTL) has envisioned a tramway project along the major corridor of Taschereau Boulevard. Stantec’s Urban Places conducted the business case for this 15-kilometer project in 2018, providing a new approach to funding justification.

Studies along the corridor focused on a foundational understanding of development potential in terms of land availability, probability of redevelopment and potential of those lands for redevelopment over 30 years.

The current provincial government is looking to innovative transit strategies to ensure rapid implementation of transit that contemplates future growth and accommodates the growing needs of residents in the region. Projects like the Taschereau Tramway offer paths to implementing rapid transit solutions quickly and give municipalities direction on where to focus development in the future.

Innovation And Urban Nodes The confluence of renewed transit commitments from provincial and federal governments, key climate change mandates, changing demographic tastes and the increased need to reduce traffic congestion has resulted in a transit renaissance in Montreal. While downtown’s well-established transit initiatives are celebrating 50 years of service, the suburban communities are beginning their journey to establish walkable, transit-focused nodes. Montreal’s regional planning agency, Communauté Métropolitaine de Montréal (CMM), recognizes the growing importance to get suburban intensification right. The agency is funding C$1.3 million in planning at 13 priority station areas that will help deliver thousands of new homes, places for new jobs and services to residents of the region. This work helps communities establish the role of the transit station, and outline the opportunities and constraints to delivering TOD.

Montreal is not alone in this approach.

Regions like Denver have employed regional planning to TOD, to help ensure that land is being used effectively around station investments, and even to create the business case to funding partners on the return on investment.

The region of Montreal’s approach includes a look at all local, provincial and federal agency goals that can be achieved through transit investment and TOD policy. The consideration of the development industry is key too. Many developers have recognized this growing trend and have initiated their own TOD programs on lands adjacent to existing or planned transit. Coordination of these efforts will require a keen eye on interface and integration with the transit investment, as well as first/last-mile connectivity.

At the core of Montreal’s transit renaissance is a foundational appreciation for innovation and quality design. This ethos is essential to quality transit investment and TOD, and will deliver the results desired by all municipalities in the region from small suburban towns to the historic streets of Old Montreal. By rewarding projects that meet a holistic set of government priorities, desired design outcomes and consumer preference, the future of the region of Montreal will be more urban and more connected.

Steve Potvin is a senior urban planner based in Montreal and a Principal with Stantec’s Urban Places practice, a network of experts that provides professional services focused on publicrealm and private development strategies for clients across North America. He is currently leading several TOD and transit corridor planning studies throughout Quebec.

Craig Sklenar is a senior urban designer based in Montreal and an Associate with Stantec’s Urban Places practice. He has worked on numerous TOD-related projects across North America during the past 15 years, and currently is leading the urban design of several TOD and transit corridor projects in Canada. railwayage.com

NE TGEN R A I L W AY A G E P R E S E N T S

FREIGHT RAIL

Beyond Track. Beyond Trains.

#NGFR20

WHERE IS THE GROWTH IN FREIGHT RAIL? DISCUSSIONS INCLUDE:

• Automatic freight train operation: How soon?

• PSR after one year: Is it working?

• Railroads, shippers, rate cases and the STB

Keynote Speaker JIM SQUIRES Norfolk Southern

MAR. 10, 2020

Union League Club of Chicago

HOTEL | VENUE Book at the Union League Club for $169/night.

Contact clubservices@ulcc.org to reserve.

EXHIBITS & SPONSORSHIPS AVAILABLE 212.620.7224 | Jchalon@sbpub.com

REGISTER NOW www.railwayage.com/ngfr | 212.620.7205 | conferences@sbpub.com

People / 100 years / Events DECEMbER 11-12, 2019

TOM WALDRON HDR

High profile: APTA appointed HDR Global Transit Director Tom Waldron to a three-year, At-Large Business Member term on the organization’s 25-member Executive Committee. Waldron has more than 40 years in the railway industry at public agencies (NJ Transit, Virginia Railway Express), entrepreneurial start-ups and in consulting. “He has extensive experience in all facets of transit, both in the U.S. and internationally,” HDR said. “A strong advocate for developing the next generation of transportation leaders, Waldron has also been deeply involved in diversity and workforce development initiatives at APTA, as well as those sponsored by the Women’s Transportation Seminar and the Council of Minority Transportation Officials. HDR’s transit practice has steadily grown under Waldron’s leadership, with projects such as the Kansas City Modern Streetcar, LA Union Station Redevelopment and the San Diego Mid-Coast Corridor Transit Project, among many others.”

B

rian Cunkelman was recently added to Strato, Inc.’s executive management team as Vice President of Engineering, which was previously held by Larry Hixon, who retired earlier this year after 15 years with Strato. Cunkelman’s responsibilities include leading the research, development and engineering teams through all stages of product design and development. He will also oversee product launches and lean manufacturing process development as well as cultivating international business opportunities. Prior to joining Strato, Cunkelman spent more than 25 years in various leadership and executive roles in the rail industry, including engineering, operations, manufacturing, international sales and aftermarket services. Cunkelman holds a B.S. in Mechanical Engineering from Brown University and holds 30 U.S. and numerous foreign patents.

Rex Brejnik has been named West Regional Market Lead for the Transit and Rail Technical Excellence Center (TEC) at WSP USA. As a Senior Vice President for the firm, Brejnik will lead the transit and rail

practice in the Western U.S. CSX promoted Farrukh Bezar to Senior Vice President Marketing and Arthur Adams to Vice President Merchandise Sales. VP Industrial Products Dean Piacente and VP Food and Agricultural Products Tim McNulty are retiring following more than 30 years of service. Bezar, who joined CSX in May as SVP and Chief Strategy Officer with 25 years’ experience in transportation and logistics, will now lead the railroad’s merchandise marketing groups, in addition to continuing his corporate strategy role. Adams will be responsible for leading all sales portfolios within the industrial products, food and agriculture, fertilizers and regional sales segments. He will also continue to oversee customer engagement and TRANSFLO services.

Adams has been with CSX for 12 years. VP Intermodal and Automotive Maryclare Kenney, VP Energy Adam Longson and VP Real Estate and Facilities Management Shantel Davis will continue in their current roles.

100 years ago in railway age NOVEMBER 1919

Doings of the United States Railroad Administration The government’s deficit from the operation of the railroads for the 10 months of this year ending October 31, as compared with ten-twelfths of the standard return guaranteed to the companies, was $269,768,158, according to a preliminary estimate issued by the Railroad Administration. The net operating income for the 10 months was approximately $479,000,000, as compared with the guarantee for that period of approximately $748,000,000.

42 Railway Age // November 2019

Big Data in Railroad Maintenance Planning Conference University of Delaware Newark Campus klakofsk@udel.edu. https://outreach.engr.udel.edu/ professional-development/conferences/ big-data-in-railroad-maintenanceplanning/

January 14-16, 2020

midwest association of rail shippers Winter Meeting The Westin Lombard Yorktown Center, Lombard, Ill. https://www.mwrailshippers.com/ event/mars-2020-winter-meeting/

January 23-24, 2020 Southwestern Rail Conference

Magnolia Hotel – Park Cities/SMU, Dallas aylor@texasrailadvocates.org. http://texasrailadvocates. org/2020-southwestern-railconference/

January 28-30, 2020

AAR 32nd Annual Quality Assurance Auditor and Industry Conference Hilton Fort Worth https://transportationtechnologycenter. configio.com/pd/958/ aar-qa-2020-quality-assuranceconference-beginning-2020-01-28-infort-worth-tx?returncom=productlist

March 10, 2020

Next-Gen Freight Rail, presented by Railway Age Union League Club of Chicago conferences@sbpub.com https://www.railwayage.com/ngfr/

June 17-18, 2020

Rail Insights 2020, presented by Railway Age Union League Club of Chicago conferences@sbpub.com https://www.railwayage.com/ insights/ railwayage.com

Products

HARTING Offers High Mating Cycles HARTING Inc. of North America’s Han® ES Press HMC enables flexible production and simplified installation up to 10,000 electrical mating cycles. One of the core requirements of flexible production is the ability to quickly install machines and modules, reconfigure

them at will and operate them without disruption. With its Han® ES Press HMC series, HARTING has developed an interface that can be installed quickly without tools, and is robust enough to be connected and disconnected 10,000 times.

The Railway Educational Bureau

Your Guide to Railway Signals is an excellent guide for training signal personnel especially railway cross-function managers, supervisors, and support personnel. High-quality graphics and diagrams have been used throughout.

Complies with all standards and commonly used practices.

Railway Geotechnics covers track, track substructure, load environment, materials, mechanics, design, construction, measurements, and management. It is written primarily for professionals and graduate students.

BKURLA

BKFCT

Railway Geotechnics

$205.00*

BKYGRS

$99.95

Your Guide to Railway Signals

Understanding the Railway Labor Act

Guide to Locomotive Electrical Maintenance - SD and GP Locomotives

Understanding the Railway Labor Act is a book that is both scholarly and readable, a book that goes to the roots of legislation governing railroad labor-management relations and the parties that intertwine with the RLA.

Covers traction motors; main and auxiliary generators; fan contactors; MU and snowplow receptacles; dynamic braking components; miscellaneous running work components such as control panels; and more.

$41.95

Understanding the Railway Labor Act

BKGLEM

$46.75

Locomotive Electrical Maint.

Guide to Freight Car Trucks

Elements of Train Dispatching, Vol. 1

Guide to Freight Car Trucks is an in-depth look at freight car truck maintenance covering some of today’s most commonly used trucks. You’ll get a comprehensive overview of AARapproved maintenance procedures to help your shop keep this vital component operating safely and efficiently.

Train dispatching is a complex, essential, and often misunderstood part of railroad operations. Elements of Train Dispatching, Vol. 1, is an introduction to dispatching and provides the fundamental knowledge needed to do the job.

Guide to Freight Car Trucks

The Railway Educational Bureau 1809 Capitol Ave., Omaha NE, 68102 www.RailwayEducationalBureau.com railwayage.com

Railroad Resources Your Guide to Railway Signals

Railway Geotechnics

BKGEOTECH

This quick-connect technology is the Han® ES Press HMC, with the suffix HMC standing for High Mating Cycles. The contact inserts are equipped with a pre-tensioned cage clamp that is triggered by an actuator. If the actuator is pushed into the contact chamber, the cage clamp returns to its original position and secures the conductor. Only a screwdriver is needed to release the connection.

The Han® ES Press HMC fits with Han® standard housing sizes 6 B to 24 B, which are available in versions with locks and seals optimized for high mating cycles. Contacts and grounding elements are now used that are extremely resistant to abrasion due to a special surface coating.

The Han® ES Press series is reliable in all types of harsh environments, including high vibration environments. This is due to how tight the conductor sits as a result of the constant pressure of the cage clamp.

Installation and connection times are reduced when compared to conventional cage clamps, screw connections or hard wiring techniques. On-site installation time is reduced, and fast detachability facilitates servicing. www.HARTING-usa.com.

$89.95

BKETD1 Elements of Train Dispatching, Vol. 1

800-228-9670

www.transalert.com

$44.95*

Add Shipping & Handling if your merchandise subtotal is: U.S.A. CAN U.S.A. CAN

25.01 - 50.00 50.01 - 75.00 75.01 - 100.00

10.78 16.80 11.99 21.20 14.30 27.95

100.01 - 150.00 16.28 36.60 150.01 - 200.00 19.03 49.15 200.01 - 300.00 23.10 61.20

Orders over $300, call for shipping

November 2019 // Railway Age 43

Products ThermOmegaTech® GURU® Rebuild Program

T

hermOmegaTech® GURU® Plugs utilize self-actuating, thermostatic technology to accurately monitor the water temperature inside a locomotive’s engine coolant and water storage tanks. When the GURU®’s internal actuator senses that the water temperature has fallen to the valve’s set-point, the plug “pops” open and drains the tank before freeze damage can occur.

Over time, GURU® Plugs lose a small amount of stroke, which can lead to nuisance dumping above the valve’s set point. While this tendency would never compromise freeze protection, ThermOmegaTech® recommends replacing GURUs® every 18-24 months, and has developed the GURU® Rebuild Program to provide customers with an economical and green way to do so.

The GURU® Rebuild Program is designed to return used GURU® plugs to full functionality. Each plug is disassembled, cleaned and checked, and its interior components are replaced. The refurbished valve then goes through a standard testing procedure to confirm correct operation before being returned to the customer.

GURU® Plugs are processed and returned from the rebuild program in a like-new condition for about half the cost of a new valve. This has proven to be a significant cost-savings option for locomotive operators who may have hundreds of GURUs® installed.

For further convenience, ThermOmegaTech® offers a UTEX program. “When a rebuild order with 50 pieces or fewer is received, the order is immediately processed,” says Dana Logue, Railroad Product Manager. “We don’t wait for the used valves to arrive at our warehouse. For customers with strict deadlines, the faster turnaround time can make a big difference.”

An additional program benefit is what it generates less of—waste. Instead of simply trashing a used GURU® that’s experiencing an upward creep of nuisance dumping and purchasing a new one, the rebuild program recycles the majority of the valve’s components. This reduces overall environmental impact, so customers can feel good knowing that ThermOmegaTech® is protecting investments and the planet.

The GURU® Plug operates 100% mechanically and requires no electrical or air connections to function.

The plug is made with stainless-steel components in the U.S. and is offered with a variety of accessories to complement any freeze protection procedure. www.

ThermOmegaTech.com.

44 Railway Age // November 2019

railwayage.com

A world of railway market intelligence at your finger�ps Malaysia

CHILE

Australia

Britain Korea GERMANY Sweden China Japan Peru Canada Brazil AUSTRIA Saudi Arabia Russia FRANCE Poland Morocco Belgium Spain Bangladesh

Egypt

SERBIA

Myanmar

Tunisia

VIETNAM

Kazakhstan

Panama

Cuba

Hong Kong

SRI LANKA

ISRAEL

Philippines

Czech Republic

Ethiopia GHANA

Ukraine New Zealand Azerbaijan Norway

Tenders

Projects

Fleet

With con�nually updated and searchable content, IRJ PRO gives you a unique and up-to-date perspec�ve on investment in new railways and rolling stock

To find out more visit irjpro.com or email cp@railjournal.co.uk

IRJ PRO

equipment Sale/Leasing

RECRUITMENT EDNA A. RICE, EXECUTIVE RECRUITER, INC.

Available for Lease

The world’s most accomplished executive search firm specializing in the rail and transportation industries. With 31 years’ experience, we possess the industry-specific knowledge and expertise needed to consistently deliver the exceptional results one would expect for both our clients and our candidates.

3000 cu ft Covered Hopper Cars 4650 cu ft Covered Hopper Cars 4300 cu ft Aluminum Rotary Open Top Gons 65 ft, 100-ton log spine cars equipped with six (6) log bunks 60 ft, 100 ton Plate F box cars, cushioned underframe and 10 ft plug doors 50 ft, 100 ton Plate C box cars, cushioned underframe and 10 ft plug doors 26,671 Gallon, 263k GRL, NC/NI Tank Cars

1500 Marina Bay Drive, Suite 125 Clear Lake Shores, TX 77565

Contact: Tom Monroe: 415-616-3472 Email: tmonroe@atel.com

WE REPAIR ALL RAILROAD RADIOS Flat Rate - Quick Turnaround

901-755-1514 • www.railcom.net railroadradio@railcom.net

(713) 667-0406 www.ednarice.com info@ednarice.com

Railwayage.com

The News Destination for the Rail Industry

Marketplace SaleS

Jennifer izzo P: 203-604-1744 F: 203-857-0296 jizzo@mediapeople.com

ALL MAJOR CREDIT CARDS ACCEPTED

RAIL NEWS DELIVERED TO YOU AT HIGH SPEED RAIL GROUP NEWS brings you a daily round-up of news stories from Railway Age, RT&S, and IRJ. This email newsletter offers North American and global news and analysis of the freight and passenger markets. From developments in rail technology, operations, and strategic planning to legislative issues and engineering news, we’ve got you covered.

RAIL From Railway Age, RT&S and IRJ GROUP http://bit.ly/rail_news NEWS 1 46 RA_RailGroupNews_Half_HighSpeed_2019.indd Railway Age // November 2019

ROUND-UP of NEW

RAILWAY

3/4/19 1:03 PM railwayage.com

Ad Index Company

Phone #

Alstom Transport SA

514-673-5278

Amsted Rail Group

312-922-4516

bart

510-464-7166

Fax #

312-922-4597

Canadian pacific CN

Greenbrier Companies The

Page #

elaine.west@transport.alstom.com

15

kskibinski@amstedrail.com

22

RMcFarl@bart.gov

20

Jeremy_berry@cpr.ca

17 C2

888-888-5909

Conrail GENESEE & WYOMING INC

URL/Email Address

www.Conrail.com

21

203-202-8900

203-656-1092

corpcomm@gwrr.com

21

800-343-7188

503-684-7553

gbrx.info@gbrx.com

C4

dcarlson@kcsouthern.com

19

kansas city southern

816-983-1372

L.B. Foster Co

412-928-3506

412-928-3512

glippard@lbfosterco.com

31

LTK Engineering Services

215-641-8826

215-542-7676

tfurmaniak@ltk.com

16

next gen train control

212-620-7205

212-633-1165

conferences@sbpub.com

41

nrm

816-708-9088

tfrancis@nevedarail.com

30

Progress Rail A Caterpiller Co

256-505-6402

256-505-6051

info@progressrail.com

3

R.J Corman Railroad Group

800-611-7245

859-885-7804

www.rjcorman.com

33

railinc

877-724-5462

csc@railinc.com

23

rails company

800-21-RAILS

973-763-2585

gburwell@railsco.com

13

railway equipment co

763-972-2200

763-972-2900

sales@rwy.com

7

railway educational bureau

402-346-4300

402-346-1783

bbrundige@sb-reb.com

36,43,C3

SIEMENS

800-SIEMENS

www.USA.siemens.com

49

texas rail advocates

214-803-7285

peter@texasrailadvocates.org

12

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.

railwayage.com

November 2019 // Railway Age 47

Financial Edge Obfuscation is Challenging. Clearing It Up? More So

R

ecently, three events impacting the railroad community—shippers and carriers and regulators— rushed through the news wire: • Railway Age colleague Frank Wilner, Capitol Hill Contributing Editor, noted in his article “STB’s Cost of Capital Dilemma” that the Surface Transportation Board opened a review on railroad revenue adequacy and the calculation of railroad cost of capital: “The 12.2% computed by the STB for 2018 exceeds by more than five percentage points what is used by Wall Street. Additionally, shippers assert that the existing models, using historical growth rates dating to 1926, create distortions, and that the models artificially overstate growth by failing to adjust for stock buybacks.”

• On Oct. 1, 2019, more than two dozen railroad shippers filed lawsuits against four U.S. Class I railroads over their imposition of fuel surcharges.

• In September, as noted again by Wilner in his article “STB Takes ‘Bye’ on Fuel Surcharge Case,” the STB declined to review the same fuel surcharge issue.

These events suggest a changing approach to the business of railroads, to regulating railroads and to the overall manner in which railroads are viewed in the U.S. The railroads have been in the business headlines as the PSR (Precision Scheduled Railroading) movement came blasting into the room, with Hunter Harrison charging into the CEO office at three of the seven current Class I’s, and his ghost into three of the other four.

Harrison (both corporal and spiritual) had activist investors hand-in-hand or trailing in his wake, chasing the stock price momentum that could be generated by lowering operating ratio (specifically, the recent sale by Mantle Ridge of most of its $1 billion position in CSX stock for a rough gain of 100% since January 2017).

The railroads have been staging a delicate ballet: PSR-induced employee layoffs, a soft economy, freight loadings down year-overyear and increasing stock prices. It is not surprising that, as a result, the perception of the railroads and the service they provide is also evolving.

Why do these events matter? What could 48 Railway Age // November 2019

be the impact? Tariff rates (the published rate under which a railroad commits to moving a railcar) and rate disputes rely on the calculation of rail capital costs to ensure market fairness. It is one area where, in spite of deregulation, the railroad business remains under the government’s heel. The cost of capital, as any MBA will tell you, is the return required for a company to make a successful investment in a company. It represents the return necessary for investment in maintaining and expanding railroad infrastructure and expansion.

As Wilner notes, for many years after the Staggers Rail Act in 1980, railroads were not earning above their cost of capital.

Then, the standards were revised, and it was determined that, since 2008 and 2009, some railroads were actually revenue-adequate.

This validated and continues to validate a shipper perception that documented railroad capital costs are too high, and the shipper community is effectively subsidizing railroad profitability. This view is more firmly strengthened by the spate of stock buybacks by the railroads.

On Aug. 16, 2019, a federal appeals court rejected an initiative from shippers to be treated as a class (legally) for purposes of filing a lawsuit against the Class I’s for their use of fuel surcharges. This rejection led to the filing of more than 24 individual lawsuits. The “class” debate began in 2017. Although this issue has been around for some time, STB’s refusal to rule on this issue pushes the fight over what is or is not legitimate about fuel surcharges into the court system. If the decision on the issue of whether or not the shippers could actually be defined as a “class” took two years, the lawsuits themselves will be positively Dickensian.

Anthony “Tony” Hatch, industry insider, independent analyst and perennial Rail Equipment Finance Conference speaker, often notes that railroads “are not utilities.”

He is 100% correct. That quasi circumstance (aka regulation) left the building with the implementation of the Staggers Rail Act. Perhaps someone should tell the good people at Milton Bradley to update the Monopoly board.

Hatch notes that, post-Staggers, industry

As a culture, we enjoy seeing goliaths reduced to davids.” trade associations have been using their capital might and political strength to push back on issues on which shippers feel railroads have overstepped. He also notes that, since 1980, rail freight rates have not risen when adjusted on a constant-dollar basis (that information is publicly available).

Additionally, Class I’s spend roughly 18% of revenue on capex—feeding the cost of capital debate. He does agree that the recent spate of news about railroad profitability and stock buybacks may be contributing to how the railroads are being viewed, and the political responses regarding what is happening between railroads and the shipper community.

As a culture, occasionally we enjoy seeing Goliaths reduced to Davids. For many shippers—Goliaths in their own right—as it relates to rail transportation, they feel like they are held at the mercy of railroad pricing, without rights and sometimes without clear paths to question the rates they need to pay.

Obfuscation in a business like the hauling of freight is very challenging. Clearing it up is likely to be more so.

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

DAVID NAHASS President Railroad Financial Corp. railwayage.com

We’re current, are you? FRA Regulations Mechanical Department Regulations

FRA News:

A combined reprint of the Federal Regulations that apply specifically to the Mechanical Department. Spiral bound.

Part Title 210 Railroad Noise Emission Compliance Regulations Updated 4-15-19.

215 Freight Car Safety Standards Updated 7-31-19.

216 Emergency Order Procedures: Railroad Track, Locomotive and Equipment Updated 7-31-19.

217 Railroad Operating Rules Updated 7-31-19.

218 Railroad Operating Practices - Blue Flag Rule Updated 7-31-19.

221 Rear End Marking Device-passenger, commuter/freight trains Updated 7-31-19.

223 Safety Glazing Standards Updated 7-31-19.

225 Railroad Accidents/Incidents Updated 7-31-19.

229 Locomotive Safety Standards Updated 7-31-19.

231 Safety Appliance Standards Updated 7-31-19.

232 Brake System Safety Standards Updated 7-31-19.

Rear End Marking Device, Passenger, Commuter & Freight Trains 49 CFR 221. Describes minimum requirements governing highly visible marking devices for the trailing end of the rear car of all passenger, commuter and freight trains.

Softcover. 18 pages.

BKEND

Order 25 or more and pay only $26.96 each

Order 50 or more and pay only $5.60 each

Part 215: Freight Car Safety Standards

Current FRA Regulations Item Code

FRA Part #

209 211 BKTSSAF 213 BKTSSG 213 BKWRK 214 BKFSS 215 BKROR 217 218 BKRRC 220 BKEND 221 BKSEP

Update effective

7-31-19 7-20-09 7-31-19 4-3-17 7-31-19 7-31-19 7-31-19 7-31-19 7-31-19 7-31-19

BKHORN 222 7-31-19 BKRFRS 224 7-31-19 BKHS BKLSS BKSLI BKSAS BKBRIDGE BKLER

228 229 230 231 237 240

7-31-19 7-31-19 7-31-19 7-31-19 7-31-19 7-31-19

BKCONDC 242 7-31-19

RR Communications Rear End Marking Device, Passenger, Commuter & Freight Trains Use of Locomotive Horns Reflectorization of Rail Freight Rolling Stock Hours of Service Locomotive Safety Standards Steam Locomotive Inspection RR Safety Appliance Standards Bridge Safety Standards Qualification and Certification of Locomotive Conductor Certification

232 7-31-19 Brake System Safety Standards

BKBSS

BKCAD

Each

RR Safety Enforcement Procedures & Rules of Practice Track Safety Standards (Subpart A-F) Track Safety Standards (Subpart G) RR Workplace Safety RR Freight Car Safety Standards RR Operating Rules and Practices

FRA Part #

BKSTC

BKPSS

40 219

233 234 235 236 238 239

30.50

27.45

10.95 10.00 10.50 8.50 10.50

9.86 9.00 9.45 7.65 9.45

6.75 6.25

6.10 5.60

14.75

13.25

7.95 12.50 12.50 25.95 10.50 7.95 14.25

7.15 11.25 11.25 23.35 9.45 7.15 12.85

12.50

11.25

Each

25 or more

16.50

14.85

Order 50 or more and pay only $9.45 each

800-228-9670

Each

4-23-19 Drug and Alcohol Regulations in 7-31-19 the Workplace

38.95

35.00

7-31-19 Signal and Train Control Systems 7-31-19 7-31-19 7-31-19 7-31-19 Passenger Safety Standards 7-31-19

21.50

19.35

25.50

22.95

BKTM

Track and Rail and Infrastructure Integrity Compliance Manual - Volume II, Track Safety Standards - Part 213 Technical Manual for Signal and Train Control Rules. - Includes Part 233, 234, 235, 236

BKFSS

38.00 49.95

Updates from the Federal Register may be supplied in supplement form.

34.00 44.95

$8.50

Freight Car Safety Standards Order 50 or more and pay only $7.65 each

Part 232: Brake System Safety Standards 49 CFR 232. Regulations and general requirements for all train brake systems, inspection and testing, periodic maintenance and training requirements, and end-of-train devices for Class I, II, and III railroads. Plus the introduction of new brake system technology. Softcover.

155 pages. Softcover.

BKBSS

$16.50

Brake System Safety Standards Order 25 or more and pay only $14.85 each

Part 231: Railroad Safety Appliance Standards 49 CFR 231. General requirements for safety appliances including: handbrakes, brake step, running boards, sill steps, ladders, end ladder clearance, roof handholds, side handholds, horizontal end handholds, vertical end handholds, and uncoupling levers. 106 pages. Softcover.

BKSAS

Combined FRA Regulations

Compliance Manuals BKINFRA18

49 CFR 215. Prescribes the minimum safety standards for freight cars allowed by the FRA. Includes safety standards for freight car components, car bodies, draft system, restricted equipment and stenciling. Softcover, spiral.

50 or more

25 or more

Update effective

$6.25

Rear End Marking Device

$29.95

Mech. Dept. Regs.

BKMFR

There are no new proposals or final rules to report for this issue. Be sure to check back next month to see if there are any changes to FRA regulations.

Railroad Safety Appliance

$10.50

www.transalert.com

The Railway Educational Bureau 1809 Capitol Ave., Omaha NE, 68102 I (800) 228-9670 I (402) 346-4300 www.RailwayEducationalBureau.com

Add Shipping & Handling if your merchandise subtotal is: U.S.A. CAN U.S.A. CAN UP TO $10.00 $4.50 $8.75 25.01 - 50.00 10.78 16.80 10.01 - 25.00 7.92 12.65 50.01 - 75.00 11.99 21.20

Orders over $75, call for shipping

*Prices subject to change. Revision dates subject to change in accordance with laws published by the FRA. 11/19

RAILCAR MANUFACTURING • REPAIR, WHEELS & PARTS • LEASING • MANAGEMENT SERVICES

NORTH AMERICA’S #1 GRAIN SHIPPING SOLUTIONS PROVIDER

The Greenbrier Companies are proud to announce the Tsunami Gate .

Our revolutionary gate improves worker safety, reduces drag by 53% and allows for customized discharge speeds as fast as 30 seconds.

TM

This new covered hopper railcar is 5185 cubic feet of pure innovation.

Learn more at gbrx.com