Railway Age September 2024

AILWAY

G E

SERVING THE RAILWAY INDUSTRY SINCE 1856

BOXCAR REQUIEM

WILL THIS MULTIPURPOSE RAILCAR DRIVE CARLOAD GROWTH?

ALTERNATIVE ENERGY EFFICIENCY Does it “Pencil” for Locomotives?

INNOVATIONS SHOWCASE High-Tech Products for a High-Tech Industry

A Boxcar Is Just a Box on Wheels—or Not

Don’t box me in here, because I usually try to think outside the box for this column. How many boxes can you spot on this page? How many times will the word “box” or some form of it appear in this article?

Let’s see ... Canada and England celebrate Boxing Day (which is not a sport). Then there’s the sport of boxing, which takes place in a “ring” shaped like a box (I thought rings were round). There are box haircuts (I can’t get one). Box cutters (don’t cut your fingers!). Box cakes. Boxes of chocolates (which on Valentine’s Day are usually heartshaped). Boxes of cheap wine (yuck!). Big Box stores. Box trucks. You can buy a “Box of Joe” at Dunkin’ Donuts. I own a set of box wrenches (very useful hand tools). Where would Amazon or UPS or Fed-Ex be without boxes? And of course, intermodal containers, usually stacked, are, well, boxes! Railfans used to call GE’s Genesis passenger locomotive “the box the locomotive came in” (that’s silly—it’s beautiful). You get the

picture—framed in a box, right?

Indeed, boxes are very useful. They probably came before the wheel, which is the most efficient way to move a box on land.

Then there are boxcars, the subject of our cover story (p. 44). I enjoyed writing it because, well, I happen to like boxcars. They’re multipurpose and efficient. One refrigerated boxcar, for example, can hold 50% more boxes of fresh produce than a semi-truck.

Despite their simple appearance, boxcars are rather complex, and expensive to build— lots of steel, numerous welds, complicated door mechanisms. I agree they’re important to this industry. If we really want to grow traffic, we’ll need more of them, in one or two standardized sizes (50- or 60-foot Plate F), and soon. We need to figure out how to improve their utilization and deal with an antiquated STB Car-Hire Arbitration Rule. The carbuilders are doing their best to manufacture high-quality, rugged boxcars at a reasonable cost. We’ll get there, eventually.

So, how much do I like boxcars? Most of you know I’m an O Scale model railroader. Boxcars dominate my freight car fleet, unlike the 1:1 scale railroads. I’ve got 32 (probably a small collection to some of you), and no two are alike. I like the more colorful ones, like the Delaware & Hudson 50-foot, 6-inch, 4,932cubic foot cushioned XM unit pictured here.

In case you were wondering, my collection includes 40 locomotives—steam, diesel and electric (well, they’re all electric).

Enough about boxes. Please don’t call me a square, OK?

WILLIAM C. VANTUONO Editor-in-Chief

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Contributing

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Industry Indicators

‘RECESSION WARNINGS FLASH, BUT FEARS MAY BE PREMATURE’

“July’s economic indicators highlight a critical shift from concerns over high inflation to rising unemployment,” the AAR reported last month. “This transition is marked by a cooling in the labor market, signaling a potential economic slowdown. However, the likelihood of a sharp recession remains low. Manufacturing remains in a precarious state, with escalating economic uncertainties and restrictive monetary policies causing companies to reduce capital and inventory investments. This contraction threatens to lower industrial productivity and impact demand for various commodities that move by rail. Consumer spending, which propelled the U.S. economy past recession forecasts in 2023 and remained resilient amid high inflation and interest rates, may be losing momentum. While spending on services has stayed relatively solid, consumer spending on goods slowed from above-trend levels in the second half of 2023, suggesting that weaknesses are beginning to emerge. AAR’s Freight Rail Index (FRI) for July 2024 indicates continued stability, countering fears of a significant economic slowdown. The FRI reached 110.0 in July, marking a 0.6% increase from June 2024 and a 6.0% rise from July 2023. Historically, FRI slowdowns have preceded broader economic downturns. The current stability in the FRI suggests sustained demand for goods, which supports economic resilience.”

Railroad employment, Class I linehaul carriers, JULY 2024

(% change from JULY 2023)

TOTAL EMPLOYEES: 121,085

% CHANGE FROM JULY 2023: –1.41%

Transportation (train and engine) 52,005 (–0.16%) Executives, Officials and Staff Assistants

(–4.04%)

and

(–5.17%) Maintenance-of-Way and Structures

(+0.57%)

Maintenance of Equipment and Stores

17,174 (–6.05%)

Transportation (other than train & engine)

5,043 (+3.42%)

Source: Surface Transportation Board

Industry Outlook

Court Sides With Rails Against STB Rate Ruling

AN ATTEMPT BY THE SURFACE TRANSPORTATION BOARD (STB) TO DECIDE COMPLEX MAXIMUM FREIGHT-RATE CHALLENGES BY CHOOSING ONE OF TWO SUGGESTED REMEDIES—ONE BY THE SHIPPER; THE OTHER BY THE RAILROAD—WAS DERAILED AUG. 20 IN A UNANIMOUS DECISION OF THE 8TH CIRCUIT COURT OF APPEALS. THE COURT FOUND THE STB’S 2022 FINAL OFFER RATE REVIEW (FORR) RULEMAKING EXCEEDED THE AGENCY’S STATUTORY AUTHORITY.

The shipper-supported final rule became effective March 6, 2022, and was challenged before the court by the Association of American Railroads and Union Pacific.

FORR essentially is a form of binding arbitration, more descriptively known as last, best and final offer. It is the STB’s latest attempt at a simplified, less costly process for establishing a reasonable freight rate where the potential recovery does not justify a more detailed analysis whose price tag can be in the millions of dollars.

For the now-derailed FORR to be invoked, the STB would have first had to find the railroad “market dominant,” and the rate charged as “unreasonable.” The STB would then impose a rate by choosing, without modification, from the last, best and final offers submitted by the carrier and shipper.

A carrier might make a last, best and final offer of a freight rate of $100, while the shipper’s last, best and final offer might be to pay a freight rate of $10. In choosing the $100 rate or $10 rate, the STB would have had to

ignore, for example, its own or other outside analysis and reasoning suggesting, perhaps, a $70 rate as the most equitable. This is where the rulemaking ran afoul of its statute, ruled the court.

In theory, last, best and final offer binding arbitration forces disputants to compete to make the most reasonable and most realistic final offer—one that has the best chance to be chosen.

FORR was to apply only to relatively lowvolume shipments with diverse origins where a shipper’s potential recovery is too low to justify use of court-approved ratechallenge procedures applicable to high-volume, repetitive movements. Such challenges, owing to their complexity, can be prohibitively expensive and prevent many shippers from challenging the reasonableness of rail freight rates.

Beginning in 1987, STB predecessor Interstate Commerce Commission began a search for a less complex, less costly substitute. The 2015 Surface Transportation Board Reauthorization Act, recognizing previous failures and lack of inertia on the Board’s part, instructed the STB to maintain one or more “simplified and expedited” methods for determining rate reasonableness. FORR emerged seven years later.

The search has become the STB’s Gordian knot, with FORR now the third failed attempt at a simplified, less costly rate methodology. Among previous failures—primarily because of shipper rejection and congressional grumbling—were Simplified Stand-Alone Cost and Three Benchmark. The search must now begin anew.

FORR was adopted by the STB in 2022 by a 3-2 vote along party lines, with Republicans Patrick J. Fuchs and Michelle A. Schultz dissenting. The proponent Democrats were then-Chairperson Martin J. Oberman (now retired, with his seat vacant), current Chairperson Robert M. Primus and Karen J. Hedlund. With the STB now deadlocked 2-2 on the issue, it is doubtful the agency will ask for a further review by a larger panel of the 8th Circuit.

For those keeping political scorecards, all three of the judges who ruled against the STB are Republican appointees—two nominated by President George W. Bush and one by President Trump. The 8th

Circuit’s other judges are primarily Republican appointees.

AAR and UP complained to the court that the STB lacked the statutory authority to publish the rule as written, that the methodology was vague, and that the rule was “arbitrary and capricious,” as ratemaking by the STB must be the result of independent analysis and reasoned decision making and not simply a delegation of the task to the parties, with the STB choosing one.

The court agreed with the railroads that the STB lacks statutory authority to promulgate the FORR rule, finding it unnecessary to decide the vagueness issue or whether the rule is arbitrary and capricious.

The court cited in its decision the dissents of Fuchs and Schultz.

“FORR reduces the agency to mere passive, all-or-nothing selections,” Fuchs is quoted. “FORR is an evasion of the Board’s fundamental responsibility because it makes the Board entirely dependent on litigants’ selfdetermined rate review methodologies, gives little meaningful guidance for those methodologies, and prohibits the Board from devising its own remedy where necessary.”

Schultz was quoted that “FORR would require the Board to choose between two rates even if the Board finds the correct outcome falls above, below or somewhere in between the two submissions.” She termed this a “limitation on the Board’s ability to exercise its own judgment by weighing each side’s arguments, evaluating the evidence and considering both the public interest and rail transportation policy.”

CSX and CN filed similar complaints with the 11th and 7th Circuits—those cases pending.

Notably, last, best and final offer binding arbitration is required under the Railway Labor Act for resolving certain commuter rail (not freight rail and not Amtrak) labor disputes. In 1992, Amtrak and two of its unions voluntarily agreed to settle a labor dispute through last, best and final offer binding arbitration. Separate private-sector arbitrators chose the offer of the Brotherhood of Locomotive Engineers over that of Amtrak, and the offer of Amtrak over that of the International Association of Machinists.

– Frank N. Wilner

Industry Outlook

Three Contracts Awarded for C$6B Surrey Langley SkyTrain Project

The province of British Columbia, Canada, has formally awarded three teams contracts for the Surrey Langley SkyTrain project, which will cost nearly C$2 billion more and be completed one year later than anticipated. The project will extend the automated rapid transit system’s Expo Line nearly 10 miles (16 kilometers), primarily along Fraser Highway from King George Station in Surrey to 203 Street in the City of Langley in metro Vancouver. SkyLink Guideway Partners (SLGP) will design, build, and finance the elevated guideway and associated roadworks, utilities, and active transportation elements. It comprises Dragados Canada Inc.; Ledcor Investments Inc.; and Ledcor Mining Ltd. (The Request for Qualifications was issued in January 2023, and SLGP was selected as the preferred proponent in March 2024.) South Fraser Station Partners (SFSP) will build the eight new stations. It consists of Aecon Constructors, a division of Aecon Construction Group Inc.; Acciona Infrastructure Canada Inc.; and Pomerleau BC Inc. (The RFQ was issued in October 2022, and SFSP was selected as the preferred proponent in April 2024.) Transit Integrators BC (TIBC) will design and build the systems and trackwork. It includes AtkinsRéalis Major Projects Inc.; AtkinsRéalis Canada Inc.; and Western Pacific Enterprises Ltd. (The RFQ was issued in November 2022, and TIBC was selected as the preferred proponent in April 2024.)

D/GAUGE, part of the TÜV RHEINLAND GROUP, and CORDEL GROUP PLC have won a contract to “revolutionize clearance assessment” spanning the Upper Midwest and Great Lakes divisions operated by GENESEE & WYOMING (G&W). The software and hardware package, the companies say, will provide scanning and storage of network-wide structure survey data, and the automated calculation and reporting of clearance information for the entire network. Using Cordel’s “Cordel Rugged” solution, the automated, portable capture system will obtain and store data into the “Cordel Connect”—Cordel’s proprietary rail data platform. This dataset will be used for clearance calculations that will assess the viability of larger and unusual load movements, the companies noted.

The AECOM-led PORTAL CONNECTORS team will provide program management and construction management service for The Portal Project, which will extend CALTRAIN’S commuter rail system 1.3 miles from its current terminal at Fourth and King streets to San Francisco’s Salesforce Transit Center and accommodate future California high-speed rail service. The TRANSBAY JOINT POWERS AUTHORITY (TJPA) is responsible for the project, also known as the Downtown Rail Extension, and

is working in cooperation with five other agencies—METROPOLITAN TRANSPORTATION COMMISSION, SAN FRANCISCO COUNTY TRANSPORTATION AUTHORITY, PENINSULA CORRIDOR JOINT POWERS BOARD (CALTRAIN), CALIFORNIA HIGHSPEED RAIL AUTHORITY (CHSRA), and the CITY AND COUNTY OF SAN FRANCISCO—to advance it. More than 30 years in the making, the Portal Project is said to be part of the TJPA’s vision “to deliver seamless transportation service” through its multimodal transit hub, the Salesforce Transit Center, located just south of Mission Street between Second and Beale streets in downtown San Francisco. According to the TJPA, the 1.3-mile rail extension (2.2 miles of total construction length) is expected to be constructed principally below grade using cutand-cover and mined tunneling methods underneath Townsend and Second streets. The FEDERAL TRANSIT ADMINISTRATION (FTA) approved the project into New Starts Engineering in April 2024. The TJPA expects to receive a Full Funding Grant Agreement in 2025, and initiate revenue service in 2035. The Portal Project is the second phase of the TJPA’s $12 billion Transbay Program. The first phase replaced the former Transbay Terminal with the Salesforce Transit Center.

JACOBS last month was awarded a two-year extension to its program management consultant contract for the DISTRICT DEPARTMENT OF TRANSPORTATION DC Streetcar in Washington, D.C. The 2.4-mile DC Streetcar, which launched its first phase in 2015 and second phase in 2016, runs free, daily trips along the H Street NE Corridor and Benning Road from Union Station to Oklahoma Avenue. Ridership is said to reach upwards of 3,500 passengers per day. Jacobs supports the District Department of Transportation program implementation, which includes technical assistance, general engineering support and stakeholder engagement with utilities, residences and businesses. The firm’s contract extension expands its scope of work to include oversight and management of operations and maintenance activities, on-site engineering services, safety and security planning and external communications. “Reviving the streetcar in Washington, D.C., is not only a nod to the city’s historic roots when streetcars were a vital transport option, but also a promise to its bright future,” Jacobs Senior Vice President Chrissy Thom said. “Working as the District Department of Transportation’s Program Management Consultant for more than five years, we’ve enhanced mobility and connectivity, providing more opportunities for employment and attracting new business along the corridor.”

Province of British Columbia

When Politicians Gave Two Toots

Much of America’s history and progress is traceable to railroads. They bound together the continental United States, made possible settlement of the West, linked farms with markets, aided development of towns and cities and enabled our industrial revolution.

Modernity is less aglow about railroads. There remain few sufficiently long of tooth to recall the heyday of private-sector passenger trains offering specialty fare on signature crockery; onboard secretarial services, stock market quotations, barbers and hairdressers; or actor Ronald Reagan extolling in advertisements the lure of dome cars. What survives is a federally owned, operated and taxpayer subsidized Amtrak.

Notwithstanding their essentiality to America’s economy, freight railroads— other than when they block highway crossings, infrequently wreck or their unions threaten to strike—operate largely in obscurity.

Enquire today of passers-by the names of freight railroads and the answers likely are fallen flags as found on model train sets or as appear on the Monopoly Board.

Another bygone is the political campaign train whose publicized scheduled arrival was announced by two toots of the locomotive whistle—ergo, “Whistle Stops.” To an awaiting crowd, a smiling candidate delivered from the last car’s observation platform a short, punchy, partisan oration. Minutes later, a couple more toots signaled a goodbye wave, the consist chugging on to encore performances and expected favorable next-day local news coverage.

It was a long-ago epoch, observed the Los Angeles Times , “when you could see, hear and even talk to the President of the United States. You could shake his hand, too.”

In a new book, Whistle-Stop Politics, public relations consultant, journalist and one-time congressional aide Edward Segal captures the quintessential lore of this truly American invention.

While Segal reminds us that Barack

Obama (2008 in Pennsylvania) and Joe Biden (2020 in Ohio and Pennsylvania) recreated abbreviated Whistle-Stop tours, truth is that air travel and television advertising long ago effectively eclipsed riding the rails to scavenge for votes.

Segal escorts readers through the detailed planning and occasional gaffes attending political campaign trains whose inhabitants included speech writers, press relations staff, campaign aides, journalists and sometimes a brass band—the activity remindful of a traveling circus.

Dozens of historical photos and abundant endnotes validate Segal’s research, including the pedigree of the book’s cover snapshot—a 1902 South Lawrence, Mass., Whistle-Stop oratory by top-hat waving Teddy Roosevelt. The image, Segal informs, was part of a photo collection traded to satisfy an unpaid bar tab. But he has toppers:

• In his 1858 Senate race against Abraham Lincoln, Stephen A. Douglas mounted on a flatcar of his campaign train a brass cannon that fired deafening blanks to signal his approach.

• When Benjamin Harrison’s midterm rally train made an unscheduled, late-night stop in rural Arkansas in 1891, locals gathered. The conductor, assuming the President asleep, presented himself as Harrison and gave an impromptu and well-applauded short speech.

• Before President Calvin Coolidge could utter even a word upon a WhistleStop arrival near St. Louis in 1924, the train departed. The taciturn Coolidge managed a single, “Goodbye.”

• Franklin D. Roosevelt ordered his 1932 campaign train stopped at a Montana grade crossing so he could greet just four people who were waving.

• Presidential candidate Wendell Wilkie delivered so many rear-platform orations in 1940 that, at Rock Island, Ill., all he could muster was, “The spirit is willing, but the voice is weak.”

• While President Harry Truman’s 1948 campaign train was stopped for the night in Missoula, Mont., a noisy crowd gathered, causing Truman to appear on the observation platform in his pajamas.

• When Presidential candidate Barry Goldwater’s campaign train prematurely departed an Athens, Ohio, Whistle Stop in 1964, a dozen traveling journalists who had disembarked to interview spectators were stranded and left to their own devices to catch up at a later stop.

In contrast to today’s divisive politics of gloves-off, dark art savagery, Segal delivers in Whistle-Stop Politics a welcome respite, returning us to a gentler political era when better manners were more a rule than an exception. This is a fun read.

Wilner’s new book, Railroads & Economic Regulation, is available from Simmons-Boardman Books at https:// www.railwayeducationalbureau.com/, 800-228-9670.

FRANK N. WILNER

Capitol Hill

Contributing Editor

Whistle-Stop Politics. By Edward Segal. Rock Creek Media. Hardcover, 377 pp., $29.95 (Amazon). E-book: $8.99 (Kindle), $7.99 (Barnes & Noble).

October 17 & 18, 2024

Hilton Baltimore Inner Harbor

Baltimore, MD

Railway Age | Parsons Next-Gen Train Control is an essential gathering for communications, signaling, and IT professionals — whether your focus is transit, main line passenger, or freight. Sessions will offer in-depth technical information on current CBTC and PTC projects. We’re also expanding our exploration of the fast-growing artificial intelligence-based technologies utilized to enhance efficiency and safety. Between sessions, develop vital business relationships during networking breaks.

Sponsorships: Contact Jonathan Chalon, 212.620.7224, jchalon@sbpub.com

Learn More: www.railwayage.com/nextgen

Speakers Include

Carl Walker VP Engineering, C&S, PTC & Dispatch Systems CSX

William Hui Dir., Systems Engineering Translink

William C. Vantuono Editor-in-Chief Railway Age

Andy Byford SVP High-Speed Rail Development Programs Amtrak

Alireza Edraki Associate VP HNTB Corporation

Cathy Campbell-Wilson VP Bechtel

Supporting Organizations

Maryam Allahyar Wyrick Dir., Office of Research, Development & Tech. Federal Railroad Administration

Arturo Santos IT Dir. Cybersecurity Arch. Competence Center Amtrak

Mike Palmer Dir. Rail Operations & CBTC Parsons

AILWAY G E

SERVING THE RAILWAY INDUSTRY SINCE 1856

PRODUCT INNOVATIONS SHOWCASE 2024

As the industry’s partner for generations, Railway Age recognizes the importance of the supply community continuing to interface with customers. We’re pleased to present our 2024 Product Innovations Showcase, spotlighting dozens of the industry’s top suppliers—innovators all.

4AI SYSTEMS

HORUS A.I.

ADVANCED DRIVER ADVISORY

4AI Systems creates an AI powered, multisensor vision perception and warning system to improve train operator situational awareness, speci cally to meet the needs of rail operations. is system is proven in revenue service for Heavy Haul, Freight, Mainline, Yard, and Metro (including subways) operations.

SYSTEM

Trains are surrounded by extensive visual information relevant to their operations. 4AI Systems’ mission is to build solutions that leverage this information to make better, situationally aware, data-driven decisions for safer and more e cient rail operations. Our AI system called HORUS collects data from multiple sensors including cameras, navigation systems, accelerometers, radar and more.

Data is fused onboard in real-time via a ruggedised super computer to create a situational picture. is picture is then compared to the reference infrastructure data for each line section to identify any di erences. e AI computer may identify previously learned objects, or alert the system that an unidentiable object has been detected on the track. In either event, visual and audible alarms may be generated with brake intervention,

AMSTED DIGITAL SOLUTIONS THE IQ SERIES GATEWAY WITH BOGIE IQ TECHNOLOGY

e rst-of-its-kind IQ Series™ gateway is a maintenance-free, low-power telematics device built to perform in the harshest operating environments of freight rail.

e powerful built-in capabilities of the IQ Series gateway paired with advanced machine learning technology virtually eliminate the need for specialized external sensors, o ering the lowest total adoption cost in the industry.

When mounted on the body of virtually any railcar, the IQ Series gateway provides:

• Dynamic ETA and geofence entry and exit alerts for first- and last-mile validation.

• Accurate Load Status in Motion (LSiM) for precise loaded and empty mileage calculations.

• Impact detection.

When mounted on one or both trucks of a railcar and configured with Bogie IQ® technology, the IQ Series gateway provides real-time onboard health monitoring in addition to the data available when the gateway is bodymounted. These include:

• Stationary loading/unloading detection.

•Monitoring of wheel health.

• Real-time monitoring of brake slide events.

• Impact di erential detection, which identi es which end of a railcar took the initial impact during a coupling event.

New features can be instantly unlocked through simple, over-the-air rmware upgrades to existing installed gateways, eliminating the need to schedule a railcar to facility for physical replacements.

With innovation and sustainability at the forefront, Amsted Digital works to

a functionality also available with our EN4CER system.

HORUS can be used for:

• Collison avoidance detection

• Location assurance

• Switch position detection

• Intrusion detection

• Signal aspect monitoring and enforcement

• Movement authority monitoring and enforcement

• Speed monitoring and enforcement

• Track condition & infrastructure monitoring

• Event recording

• Correct side door opening

• Other functions as programmed.

For more information on how practical AI-powered solutions can help your operations, please contact us at info@4aisys.com.

minimize its impact on the environment. Unlike other solutions that rely on numerous wireless sensors, which contribute to increased battery disposal in the future, Amsted Digital Solutions’ approach prioritizes e ciency and eco-friendliness.

2024 Product & innovations showcase

CLEVER DEVICES CLEVERCAD:

YOUR EYES AND EARS ON THE TRACKS

CleverCAD, Clever Devices’ multimodal fleet management CAD/AVL solution, provides dispatchers and supervisors with critical real-time fleet information, comprehensive communications, and complete situational awareness. And because disruptions can and do occur, the Disruption Management module allows agencies to seamlessly notify passengers of service changes via automatic mobile alerts, audio announcements, and digital signage.

With CleverCAD, transit agencies can take advantage of:

• Situational awareness: Ensure peak efficiency and control of your fleet with comprehensive visibility into the location and status of every in-service vehicle.

COMET

• Operational e ciency: Manage your rolling stock and stay connected to operators. Real-time vehicle location and KPI dashboards provide the information needed to optimize operations.

• Seamless communications: Keep vehicle operators and operations in sync with voice and text communication. Ensure passengers are always safe and informed with integrated and automated PA/PIS.

• Quickly restored service: React to service disruptions in real-time with advanced recovery tactics. Seamlessly update schedules, which are then automatically disseminated to operations and passengers.

• Covert security: Onboard incidents are immediately communicated to operations via the covert emergency alarm

switch. Live audio keeps operations up to date so they can quickly and safely resolve the incident.

AUTOMATIC EQUIPMENT IDENTIFICATION (AEI) SYSTEMS

COMET is the industry leader in Automatic Equipment Identification (AEI) technology, featuring the RailNet AEI Reader System.

• Extensive Installations: Nearly 5,000 AEI installations position Comet’s systems as the gold standard in North America for Class I and regional railroads.

• Compliance with Industry Standards: The RailNet AEI Reader System adheres to stringent Association of American Railroads (AAR) Standards, including S-9203, S-9203A, S-9203B, and RP-9203.

• High Efficiency & Configuration Options: Available in single and double track configurations, the system operates efficiently even at full train speeds.

• Feature-Rich Design: Includes a 4’ x 6’ hut with backup power and lightning protection, and the ability to manage up to four separate host sessions for multifaceted AEI data transmission.

• Advanced RFID Technology: Utilizes RFID technology to automate the tracking of railcars and other railway assets, ensuring reliable shipment tracking.

COMET’s RailNet AEI Reader System not only sets a benchmark for efficiency and reliability in the rail industry but also ensures compliance with essential safety measures. Its advanced technology and flexible configuration make it indispensable for modern rail operations, significantly improving service delivery and operational efficiency.

CUMMINS CUMMINS QSK50 TIER 4 POWER MODULE

The Cummins QSK50 Tier 4 Power Module is engineered for seamless integration into various locomotive models. The entire unit, including the engine, alternator, air intake, exhaust, and air compressor drive, is pre-assembled on a base skid for easy installation. A new cooling module is also provided for close

coupling with the Power Module. We then collaborate with the locomotive manufacturer or rebuilder on any necessary modi cations to the frame, hood, electronic wiring, and controls. Additionally, installation and service manuals are provided to guide the customer through the process.

is packaged unit is pending EPA Tier 4 Line-Haul Locomotive certi cation rated at 2,400 HP at 1800 rpm. is engine is engineered, built and tested to deliver exceptional fuel economy, performance and reliability with reduced maintenance costs for decades of operation.

e Power Module is equipped with a Kato dual-bearing alternator rated at 1800 kW of traction power and 250 kW of 120v/3-phase companion power. If required, the alternator can be con gured

DAIRYLAND ELECTRICAL INDUSTRIES

OVERWATCH™ HEFPD

Overwatch™ HEFPD is a new class of device, designed using Dairyland’s proven solid-state technology to protect sensitive track-connected crossing and signaling equipment from high-energy AC faults and lightning. Railroad systems are increasingly required to operate in common corridors with power transmission and distribution lines, presenting new equipment protection challenges. Damaging AC faults caused by failure of power utility equipment on overhead power lines present high-energy, longduration events that typical lightning surge protective devices are not capable of withstanding. These events pose a risk to track-connected signaling and crossing warning systems as well as other protective equipment. To address these concerns, Dairyland Electrical Industries

has introduced Overwatch HEFPD, a new class of product in the railroad industry. Designed using Dairyland’s decades of experience in high-energy applications, Overwatch HEFPD uses proven solidstate technology that can withstand the powerful, long-duration events caused by AC faults to keep your sensitive trackconnected equipment protected.

Benefits of Overwatch HEFPD

• Provides protection from both highenergy AC faults and lightning surges

• Designed and tested to meet AREMA Manual Part 11.3.7, as well as the applicable requirements of primary surge protection as defined in 11.3.1

• Built to withstand multiple AC fault or lightning surge events without failure

• Dairyland’s proven solid-state design

to meet the needs of your speci c locomotive application.

e Cummins Tier 4 Locomotive Power Module provides reliability with a positive impact on the environment.

Features & Benefits

• Modular Common Rail Fuel System (MCRS)

• Quantum System

• Low temperature a ercooling with single stage turbocharging

• FCD Power Cylinder

• Enhanced Camsha and Gear Train

• Prelub™ System

• ELIMINATOR™

• CENTINEL™

• 875,000 gallons to overhaul

https://cummins.tech/kldv8e

prevents sparks and arcing

• Extensive third-party testing/verification

Learn more at Dairyland.com/Overwatch.

2024 Product & innovations showcase

DUOS TECHNOLOGIES, INC. RAILCAR

INSPECTION PORTAL (RIP®)

Revolutionize your railcar inspections with Duos’ RIP®. is cutting-edge technology transforms the inspection process by automating the examination of freight and passenger railcars at speeds up to 125 mph. Utilizing advanced optics, multiple sensors, and cutting-edge AI, RIP® captures high-resolution 360-degree images, identifying potential issues instantly. Our sophisticated so ware not only presents these images clearly for inspection, but also employs advanced Machine Learning to automatically detect anomalies and mechanical problems in real-time. By targeting speci c problem areas to aid in regulatory compliance, RIP® streamlines inspections, improves safety, and boosts e ciency. With over 2.1 million railcars scanned in the last 90 days, RIP® has proven its e ectiveness in the industry.

Discover how the Duos RIP® can elevate your railcar inspection process at https:// www.duostechnologies.com/.

Features & Benefits:

• Increase Safety - e RIP’s advanced visual inspection capabilities, in combination with cutting-edge AI, not only helps ensure rolling stock meets railway standards, but makes the process of inspecting railcars much safer

• Enhanced Inspection - e remote visualization capabilities o ered by the RIP allows railcar inspectors to spot small defects and anomalies that might otherwise be missed

• Streamline Inspection Process

• Decrease Dwell Times & Improve Equipment Turns

• Aids in the prevention of derailments

FREIGHTCAR AMERICA

WHERE INNOVATION AND VERSATILITY INTERSECT

FreightCar America leads the industry in versatile, open-top hopper-car designs. Our VersaFlood II™ railcar is the premier open-top hopper, with innovative design features that make it ideal for the demands of the aggregate industry. It’s purposebuilt with an impressive lightweight design to maximize payload and e ciency. We engineered the VersaFlood II with exible design con gurations in steel, aluminum and stainless steel—each tailored to our customers’ needs and purpose-built for reliable performance. With capacities of up to 2,700 cubic feet, the VersaFlood II can be optioned for manual, longitudinal and transverse door systems to satisfy various unloading needs. Our Auto Independent Door System delivers reliability and eciency with:

• Dual-car, side-accessible, patented

touchpad door control system for optimum worker safety and e ciency

• Controlled unloading of individual or all hopper compartments

and service interruptions

• Helps ensure compliance with regulatory requirements, while providing a pathway to inspection waivers

• A double-locking door system to ensure loads are secure

Add the versatility of VersaFlood II to your eet today.

THE GREENBRIER COMPANIES

MULTI-MAX PLUS™

Greenbrier’s Multi-Max Plus™ revolutionizes auto carrier railcars and sets new standards for environmental responsibility and efficiency. By lowering carbon emissions and reducing reliance on traditional modes of transportation, Multi-Max Plus™ paves the way for a more sustainable future. Its

streamlined design minimizes air resistance, optimizing fuel consumption and reducing environmental footprint. Moreover, the integration of advanced safety features ensures a safer and more reliable transportation network, further enhancing its appeal to railroads and automotive manufacturers alike. Multi-Max Plus™

HOLLAND AUTORACK SECUREMENT SOLUTIONS

Holland’s Door Defender™ Protection System has a rugged outdoor-grade polyethylene construction featuring a patented bumper pro le that acts as a spring to absorb door impacts. It includes a “one-size- ts-all” side post guard that stretches to cover nearly all structural elements of the autorack rail car. Door Defender™ is also entirely waterproof and has been impact-tested to meet or exceed 10+ year eld usage in conditions as harsh as –40° F and +130° F. Another autorack solution that has proved its performance is Holland’s LocknLoad® chock, which works seamlessly on bilevel autorack cars to prevent vehicles from moving during transport. is chock is compatible with all grating forms and features a release level to allow unloaders to remove the chock a er shi ed load without moving the vehicle. e Tri-lo chock is another featured product that

secures vehicles on trilevel autorack cars. Currently, this chock provides securement to AAR Group C vehicles. e newest version of Holland’s Tri-lo chock is expected to be

has been embraced by the rail industry, signifying a transformative shift towards a greener, more sustainable future for generations to come. It’s more than just a railcar; it’s a testament to progress and a move toward a greener tomorrow. Learn more: https://www.gbrx.com/railcars/ multi-max-plus/

released by 2025 and included within AAR Group D. See all of these autorack securement solutions and more at the RSI Expo and Technical Conference in Booth 342.

2024 Product & innovations showcase

KLD LABS UNDERSCAN KAWASAKI RAILCAR TRACK TECHNOLOGIES

KLD Labs presents UnderScan, an innovative machine vision system that transforms how rail vehicle inspections are conducted. Engineered for high-speed vehicle underside assessment, UnderScan leverages advanced AI and machine learning algorithms to automate the detection of anomalies and defects in rolling stock components.

UnderScan’s sophisticated imaging technology captures high-resolution images of couplers, axles, air hoses, brake components, and underbody parts, enabling detailed virtual assessments that enhance rail safety and operational e ciency. By automating visual inspections, UnderScan ensures that maintenance teams can quickly identify issues and prioritize repairs, leading to reduced downtime and improved safety standards.

Key Features of UnderScan:

• In-track Condition Assessment: Performs

Kawasaki’s latest developing product is an autonomous track component monitoring system. This technology, while installed on a locomotive, will capture high resolution pictures and provide the necessary data for Kawasaki to utilize machine learning algorithms to identify track fasteners and other track components that need to be inspected and repaired. After successful testing with railroads in Japan during 2022, testing began with freight railroads in North America in 2023. Production systems are now available for installation on locomotives.

Along with the track component monitoring system and Kawasaki’s locomotive mounted autonomous track geometry monitoring system in production since 2021 with the innovative graphical user

interface to provide intuitive view of track condition with geographical view, Kawasaki is also developing a software platform designed to make track inspection and repair safer and more efficient.

Kawasaki is excited to bring locomotive mounted autonomous inspection technology to the North American marketplace. With this innovative technology, any time the locomotive is moving and pulling passengers or freight, it is testing track and providing a frequent, valuable, cost efficient service to our customers. This is another building block for Kawasaki’s vision of providing a complete suite of autonomous track inspection products along with predictive data modeling and platform to provide our customers the ability to be safer and more efficient with their track maintenance spend.

inspections at operational speeds, minimizing disruptions to service.

• Automated Anomaly Detection: Utilizes AI/ML to identify defects, missing components and cracks, ensuring comprehensive maintenance.

• High-Resolution Imaging: Provides detailed views for virtual assessments, supporting precise maintenance decisions.

• Seamless Integration: Compatible with AEI tag systems and other wayside detection technologies, o ering a comprehensive maintenance solution.

UnderScan re ects KLD Labs’ commitment to pioneering advancements in railway inspection technology. With its robust system architecture, UnderScan incorporates object illumination, line scan camera acquisition, and environmental controls within an in-track enclosure, making it a

versatile tool for modern rail operations. Experience the future of rail safety and e ciency with UnderScan by KLD Labs. Discover how this state-of-the-art inspection system can enhance your rail operations and ensure optimal eet safety. For more information, contact Acacia Reber at reber.acacia@ensco.com.

L.B. FOSTER EXPANDED REMOTE PERFORMANCE MONITORING

L.B. Foster’s Remote Performance Monitoring (RPM) system provides immediate, intuitive insight into the operating performance of friction management assets for railroad operators and owners. The L.B. Foster RPM platform is built specifically around helping railroads run an optimized FM program and maximizing their return on investment. RPM makes it easy to maximize system uptime, ensure application rates are optimized, and minimize the operational costs of running the program.

This year, L.B. Foster has launched the Stand-Alone RPM device, a new product capable of easily adding RPM to existing trackside application systems without the need to replace existing control systems. The Stand-Alone RPM device is compatible with both L.B. Foster and

FOR FRICTION MANAGEMENT

competitor trackside systems, allowing friction management programs consisting of multiple equipment types to all be managed within the industry-leading L.B. Foster RPM portal. Additionally, the Stand-Alone RPM kit is available in both cellular and satellite communication configurations allowing for system connectivity regardless of location.

RPM delivers a wide range of cost and safety benefits by enabling operators to optimize maintenance schedules, troubleshoot system remotely, and minimizing track access requirements.

L.B. Foster’s friction management product portfolio supports railroads as they continue to look to their friction management programs to maximize value in terms of fuel savings, reducing GHG emissions, and extending rail life.

LORAM TECHNOLOGIES GEOTECHNICAL AND SUBSTRUCTURE MAINTENANCE

Loram Technologies has developed a “heat plot” tool that uses color scales to represent track roughness, aiding in the visualization of geometry issues. They offer Ground Penetrating Radar (GPR) and Lidar services for detailed condition assessment.

Our “Rail Doctor” tool integrates GPR/Lidar data with TGMV data to diagnose track performance issues, measuring factors like ballast fouling, moisture, and layer configurations.

Combining data from various sources— track geometry, GPR, Lidar, and right-of-way scanning—provides a comprehensive view of track health. is integrated approach helps in maintenance management, renewal planning, and budgeting. Loram’s advanced technologies for future rail infrastructure management will include remote-controlled data collection, enhanced positioning, and AI-based GPR analytics, improving maintenance strategies and e ciency.

SYSTEMS

L.B. Foster’s RPM-enabled devices can be paired with our PROTECTOR X trackside application system to provide railroad operators with insights into the performance on their friction management assets.

2024 Product & innovations showcase

MAXACCEL

SAFETRACK CREW™

MaxAccel’s SafeTrack Crew™ management application continues to evolve with new features and functionality as a growing addition to our market leading SafeTrack platform. SafeTrack Crew at its core manages job scheduling and crew assignments including vacancy management. e web-based system provides common crew management functionality such as employee certi cation status, extra boards, transactional history, employee communications, hours of service compliance, job/territory quali cation and payroll with claims and arbitraries. Customers are positively responding to the system’s clean, intuitive user interfaces and e cient work ows.

e SafeTrack Crew Mobile™ smartphone app o ers a range of bene ts to Train and Engine employees and our SafeTrack customers in general. Real time job and extra board status informs employees of their upcoming

work assignments along with supplemental information important to their quality of life.

SafeTrack Crew represents the next generation Crew Management solution for the railroad industry – an easy to implement and easy to use, highly functional system supporting railroads large and small. We believe SafeTrack Crew o ers a more economical and streamlined crew management system, tailored to meet the needs of our customers and the

transportation market in general.

MaxAccel’s focus is developing web-based so ware solutions to drive safety, regulatory compliance, operational e ciency and ROI for our customers. Over 200 freight railroads, passenger operations and railroad contractors rely on MaxAccel’s suite of AssetPro™ and SafeTrack™ applications every day. Please contact us at www.MaxAccel.com for additional information or to request a product demo.

MINER ENTERPRISES

INNOVATIVE

MINER FCS™ REVOLUTIONIZING RAILCAR CUSHIONING SOLUTIONS

Introduced in 2018, Miner’s Friction Cushioning Systems—Miner FCS™—have revolutionized railcar cushioning systems by protecting assets, reducing costs, and improving operations. Almost 10,000 railcars in service are equipped with Miner FCS with a combined 400 million miles traveled. Now that’s a Miner Milestone.

Many railcars are inadequately protected by hydraulic cushioning units. Energy is not e ciently managed, and short life cycles lead to costly maintenance, not only for the hydraulic units but also for the assets they were supposed to protect.

Miner FCS units utilize Miner’s proven dra gear technology to achieve greater slack management, increased dra protection, and better control over run-in and run-out events. is results in signi cant reductions in train consist restrictions, fewer unplanned

service interruptions, and improved operations throughout the network.

e Miner FCS is a straightforward application on box, refrigerated box, coil, bulkhead, centerbeam and general service at cars that provides years of reliable service. Miner FCS improves operations and provides car owners and operators with a far greater return on their investment. Miner never stops looking for solutions to improve car performance and ownership. So stay tuned—another breakthrough innovation in

cushioning solutions will be released soon. Learn more: https://www.minerent.com/ Friction_Cushioning_Systems.php

With more than 127 years of experience in railcar equipment design and manufacturing, Miner Enterprises is one of the industry’s top suppliers of dra gears, brake beams, outlet gates, constant contact side bearings, and other high-performance components. e company’s products are currently used across North America and by international railroads worldwide.

2024 Product & innovations showcase

PLASSER AMERICAN

ULTRASOUND RAIL MEASUREMENT

Rail longevity hinges on more than just surface quality; undetected internal defects can signi cantly shorten rail life. While technologies like eddy current and magnetic ux leakage focus on surface issues, ultrasound technology excels at detecting internal aws, even in hard-to-reach areas of the rail.

Ultrasound systems use high-frequency sound waves to identify defects by re ecting waves back from inside the rail. is technology provides comprehensive coverage of the rail’s interior. Plasser American has recently expanded its portfolio to include advanced ultrasound testing services, with systems capable of detecting defects at speeds up to 40 mph and o ering a xed pulse density of 4 mm. ese systems provide A-scan, B-scan, and stripchart views, featuring advanced patternrecognition algorithms to automatically

identify and categorize ultrasound indications, including di erent defect types and track features such as bolt holes and welds.

Plasser American’s solutions cater to both stop-and-verify and continuous nonstop testing needs, using high-rail and railbound systems. Moreover, their cutting-edge

joint-bar detection system utilizes line scan cameras to inspect the rail surface and joint bars for potential defects. Plasser American is also developing a patented phased-array ultrasound system to enhance surface-defect detection, setting a new standard in rail safety and maintenance.

POWER DRIVES, INC.

POWERHOUSE™ HYBRID

e patented PowerHouse™ Hybrid from Power Drives, Inc., is the newest model in the company’s Idle Reduction/fuel savings technology line-up. A USEPA Smartway Veri ed Technology, the system heats the engine oil and circulates heated coolant through the locomotive engine block and cooling system to maintain a uid temperature above 100° F allowing operators to eliminate idling in cold weather. Idling locomotives use between 5-8 gallons of fuel per hour while the PowerHouse™ uses only .38 gallons/hour.

e PowerHouse Hybrid model eliminates the need for either shore power or an additional engine as a power source. e PowerHouse Hybrid is powered directly from the locomotive battery bank and can run o the locomotive batteries for up to 7 days without starting the engine. Alternatively, the Hybrid can be plugged into an external

120 VAC power source and will operate while charging the locomotive batteries.

More stringent regulatory restrictions on emissions, as well as cost savings resulting from reduced fuel consumption are driving

increased demand.

“Customer savings have surpassed the investment in as few as three months,” typical usage savings is more than 10,000 gallons of fuel in one season.

POWERRAIL

For more than 20 years, PowerRail has been providing the rail industry, both domestically and internationally, with parts and components to keep their locomotives running. More recently, PowerRail is adding even more value by helping customers improve their production e ciency for major projects such as like- new remanufactured locomotives or more modern environmental repowering projects.

PowerRail’s diverse production capabilities, coupled with their extensive parts o ering, provides a wide range of options for customers, assisting them to complete their major projects and capital programs on time, and on budget. PowerRail provides everything from locomotive truck kits to LED lighting, and anything in between, including major components such as traction motors and wheel sets,

other electrical rotating parts, and assemblies like fully equipped control stands and high voltage cabinets.

At PowerRail, we are here to support your production projects with our in-house kitting and manufacturing and assembling

capabilities, providing our customers with a true one-stop-shop experience.

To see how PowerRail kitting, assembly, or parts manufacturing services can bene t your project, please contact us or visit our website at www.ePowerRail.com

PROGRESS RAIL, A CATERPILLAR COMPANY

RAIL TECHNOLOGY: TALOS, NITRO & POWERVIEW

When it comes to solutions that work seamlessly together, Progress Rail, a Caterpillar company, delivers a comprehensive suite of products dedicated to saving fuel, energy and money.

Talos™ Energy Management (EM) from Progress Rail is train automation so ware designed to automatically and more eciently control the throttle and dynamic brakes. Talos EM is the only energy management system leveraging arti cial intelligence (AI) and machine learning (ML). With AI that powers real results, the system creates customized strategies, managing and optimizing every mile of the journey.

rough this technology, customer deployments are experiencing a reduction in fuel consumption, lower in-train forces, and more consistent train operation. Talos also enables locomotive engineers to focus more on the

overall situational awareness of the train’s surroundings, which increases train safety.

Additionally, Progress Rail o ers NitroMP (Movement Planner) and NitroPacing (Pacing Back O ce), which use machine learning and optimization tools to improve railroad network operations.

Connecting the movement plan to Talos train automation can further improve network e ciency and uidity. During a “meet and pass” situation, Movement Planner can optimize the train’s speed –and fuel consumption by Talos – thereby avoiding a delay caused by one train waiting for another.

Meanwhile, the PowerView Sense unit connects to open power over an ethernet port on the PowerView network and enables ultrasonic fuel sensor readings while comparing acceleration data to create

accurate tank volume measurements.

Learn more about Progress Rail’s advanced rail technologies at https://www. progressrail.com/en/Segments/RailTechnology.html.

AUTO RACK COMPONENTS

CMI manufactures Auto Rack roofs, screens, anti-vandal plates and logo panels for both OEM and after-market applications. We possess the capability, capacity, quality, and materials expertise to meet the critical supply requirements of the freight rail industry. Our aerodynamic product designs offer immediate return on investment through fuel savings, combined with lower product costs.

If Auto Rack builds or re-certs are in your planning call CMI today.

REQUEST A QUOTE TODAY

AUTO RACK PRODUCT OFFERINGS

» Roofs

» Anti-Vandal Plates

» Aerodynamic Side Screens

» Standard Side Screens

» Logo Panels

CONTACT INFORMATION

Corrugated Metals, Inc. 6550 Revlon Drive Belvidere, IL 61008

1-800-621-5617

1-815-373-1310

www.corrugated-metals.com

AILWAY GE

W OMEN IN RAIL

Nov. 5 & 6, 2024 Chicago, IL

CONNECT. INSPIRE. INNOVATE.

We’re returning to Chicago with an expanded event!

Railway Age and RT&S are proud to recognize the growth in leadership roles for women in the railway industry. Our second annual Women in Rail Conference is now a two-day event, filled with instructive panels, an awards luncheon, and a local transit tour.

Join a diverse group of railroaders with a shared commitment to our industry’s future.

PROGRAM HIGHLIGHTS:

•Furthering industry inclusivity and showing allyship

•Advancing your career—from asking for a raise to developing new skills

•Understanding the latest regulatory and legislative happenings

•New tech innovations and the latest applications

•How mentorship can change your journey

•Building a safety culture

•Railway Age’s Women in Rail / RT&S’ Women in Railroad Engineering awards luncheon

•Tour of Metra’s rebuild shop and training center

Karen J. Hedlund Vice Chair STB

Janice R. Thomas Dep. Dir., Ext. Affairs / Chief of Staff Metra

Nao Nishio Mgr., Engineering Tech. Brightline

Beth Whited President Union Pacific

Michael Miller CEO Genesee & Wyoming

Dyamond Scales Dir., Talent Acquisition Chicago Transit Authority

Ronnie Hakim SVP HNTB Corp. Jean Savage President & CEO

Industries Kyle Mulligan AVP Operations Tech. CPKC

India L. Birdsong Terry CEO & GM Greater Cleveland Reg. Transit Auth. Michelle Bouchard Executive Dir. Caltrain

2024 Product & Innovations showcase

RAILPROS

RAILPROS

LAUNCHES STRATEGIC CONSULTING

Running a rail operation comes with unique challenges, and our team of experts is here to help. RailPros has expertise in every area of rail, specializing in strategic planning, passenger rail operations, market analysis, engineering, infrastructure inspection and assessment,

training, and risk management. Every day, we design, manage construction, and lead projects on operating passenger and freight rail carriers safely and without impact to existing rail service. Our team of experts and engineers also stays at the top of the field through active

RAILWORKS RAILWORKS INSIGHT

RailWorks Insight is trusted by companies across North America to provide actionable and up-to-date track health information. Insight can t the needs of a variety of companies whether you want RailWorks to inspect your tracks, perform your own inspections, or provide inspection services for your customers.

RailWorks Insight is a cloud-based solution that provides a user-friendly dashboard where you can see track inspection reports with automated budgeting, repair prioritization, repair tracking, GPS locations, pictures, and track asset information. Creating a streamlined and informative track inspection and maintenance planning platform.

RailWorks Insight is FRA and Transport Canada compliant, providing your organization the information needed to stay in

compliance. Insight also o ers easy to use tools for preventive maintenance and for future maintenance planning.

With RailWorks’ knowledge of over 120 years of track maintenance experience, Insight enables users to create automated repair budget estimates. Customers can use these instant estimates for urgent maintenance and long-term maintenance budget planning.

With the Insight app, customers can use their iPad to perform track inspections easily and e ciently. e Insight app works o ine in areas where internet connectivity is limited. Simply complete the inspection, and then upload the inspection data later whenever the internet is available.

Insight is a proven solution, created by RailWorks track inspectors for track inspectors. Insight has been in use at RailWorks

involvement in rail industry professional organizations. RailPros is also an active participant in developing the railroad industry’s railway engineering standards and best practices, so you can trust that our understanding of the railroad industry is always on the cutting edge.

Our strategic consulting practice includes:

• Rules, Procedures, and Standards

• Regulatory Compliance

• Industrial Railroad Training

• Market Analysis and Research

• Financial and Budget Analysis

• Performance Monitoring and KPI Development

• Infrastructure Assessment, Planning, and Capacity Building

• Operational Efficiencies

• Service Advisory Interruption

for nearly a decade for freight, industrial, ports and passenger transit railroads.

2024 Product & innovations showcase

RELAM INC.

QUALITY MAINTENANCE-OF-WAY EQUIPMENT

Railway Equipment Leasing and Maintenance (RELAM) Inc. is centrally located with three main facilities serving the U.S. and Canada and o ering quality maintenance-of-way equipment. RELAM provides

railway equipment for short- or long-term rent, including rail/tie replacement and surfacing equipment, vegetation machines, railcar movers, excavators, and more. No o -the-shelf solutions; no standardized

ROAD & RAIL SERVICES, LLC

LOCOMOTIVE SERVICES

Over nearly four decades, Road & Rail Services has grown into an industry leader with a comprehensive o ering of logistic solutions from Automotive Logistics, Locomotive Services and Railcar Services to Track Services, Train Services and Material Handling & Transloading.

Take Locomotive Services as an example. One of the most expensive of all rail assets, a safe, reliable and e cient locomotive will reduce costs and provide better service for customers. Road & Rail Services has a talented Locomotive Services team with a deep bench of skilled technicians who can handle nearly all locomotive repair needs at the customer’s location.

Our Locomotive Services cover the gamut, from general inspections, troubleshooting, scheduled and regulatory inspections, and general and preventive

locomotive maintenance to air brake repairs, traction motor repairs and changeouts, generator repair and replacement, and even locomotive painting.

And while our team can handle virtually all locomotive repairs when problems arise, our primary focus is on preventive maintenance, to keep problems from occurring in the rst place. We invest strategically in equipment and technology, and in attracting and retaining top talent.

Our “Safety First” culture also focuses on prevention, through robust training programs and hazard identi cation and awareness. Road & Rail Services associates take great pride in reaching safety milestones, and are rewarded personally and nancially for safety accomplishments.

e result? Safe, reliable locomotive services that cover the entire range from

approaches. Tell us the equipment you want and let us do the rest. Our professionals will develop customized, knowledge-based solutions to t your current and future needs. Contact quotes@relaminc.com

inspection and repair to maintenance, with a proven record of consistently completing repairs in a timely manner to reduce or eliminate downtime.

RSI LOGISTICS

AUTOMATING AND ELEVATING DATA FLOW

TrinityRail® works to combine the rail logistics services of RSI Logistics and our Trinsight® platform to deliver innovative solutions to help make rail shipping simpler, more efficient, and more cost effective.

A leading food production and distribution company, a customer of TrinityRail, was utilizing Trinsight for CLM (Car Location Message) and GPS visibility. Additional platforms were used for rate management and shipment execution but managing operations across multiple platforms led to inefficiencies and frustrations. The need was to find a solution that streamlined their processes, reduced system fragmentation, and improved overall efficiency.

The solution was to integrate RSI Logistics’ Rail Command® for rate

SIEMENS MOBILITY

management, shipment execution, and CLM visibility, while continuing to use Trinsight for GPS visibility. This consolidated functionalities into a more cohesive system, eliminating the need for multiple platforms.

Rail Command was integrated with their existing ERP (Enterprise Resource Planning) systems to automate data flow between the rail logistics management platform and the company’s core business processes. This allowed the company to automate data entry which reduced errors and helped promote data accuracy while enhancing real-time visibility of logistics data within the ERP system, improving decision-making. In addition, workflows between logistics operations and other business functions, such as finance and inventory management, were

streamlined while reporting and analytics were greatly improved by combining the data from Rail Command and the ERP system.

This integration not only helped the company streamline their logistics operations but also helped increase operational efficiencies while reducing costs. More information on RSI Logistics can be found at www.rsilogistics.com.

AIRLINK MC-IOT: YOUR GATEWAY TO SEAMLESS RAIL CONNECTIVITY

In today’s world, railroad operators are under increasing pressure to maintain e ciency, safety, and punctuality while dealing with aging infrastructure and tight budgets. Highperformance communication is more critical than ever. Enter Siemens Mobility’s Airlink MC-IoT Communication System—the key to enhanced rail connectivity.

Built on the IEEE 802.16s standard for private, wireless IP connectivity, the Airlink MC-IoT system features a family of so warede ned radios that enable railroads to securely extend their corporate networks to the wayside. is innovation signi cantly reduces the spectrum required for both current and future applications, eliminating the need for specialized networks.

But that’s just the beginning. e Airlink Communications System, private wireless IP network, o ers secure and con gurable

network usage, maximizing uptime. It ensures the safety of On-Track Maintenance of Way personnel and equipment and helps prevent vehicle-to-vehicle incursions and collisions. anks to mission-critical protocol technology, the system substantially reduces or eliminates link loss in Vital Signal

Communication con gurations. By empowering railway operators to develop next-generation IP-based communication systems, Siemens Mobility’s Airlink MC-IoT Communication System is set to drive the automated, safe, and intelligent railways of the future, transforming mobility for everyone.

2024 Product & innovations showcase

STRATO

RECONDITIONING SERVICES AT OUR PEORIA, ILLINOIS, FACILITY

Strato specializes in reconditioning and the distribution of all types of couplers, yokes, brake valves, angle cocks, bell cranks and more. We maintain a large selection of fully finished inventory in order to offer short lead times on common part types. Our reconditioned products include coupler bodies, yokes, draft gears, and air brake parts. New and reconditioned coupler assemblies are also available.

Our Hassle-Free Coupler Repair and Return Program makes it easy to return cores for reconditioning.

• Bins can be provided to collect used cores until a batch is ready for shipment to our facility.

• Received cores are inspected to determine repairable or scrap condition.

• Coupler condition documented and provided to customer a er inspection.

• Option available to replace scrap core with outright purchase of available reconditioned or new couplers.

• One week turnaround time from material inspection.

Our Air Brake Unit Exchange includes:

• Inspection of air brake cores sent to our facility.

• Pricing and lead time for exchange.

• Air brake cores are shipped back in

crates to prevent damage.

Our services meet AAR Certi cation M-212 and M-1003 and include classi cation, reconditioning, heat treatment, and nishing.

To learn more, visit www.stratoinc.com or contact: rhu @stratoinc.com

TEKTRACKING TEKTRACKING RAILROAD ASSET MANAGEMENT - MOBILE APP SUITE

TekTracking is revolutionizing the railroad industry by digitizing and organizing manual tasks. Our suite of iOS and Android mobile applications focus on critical areas of railroad operations, inspection/maintenance planning, and regulatory reporting. Our mobile

applications are exquisitely designed to work seamlessly online or o ine, while providing an intuitive user experience. Our apps include exAPI™, a secure data interchange between Enterprise (ERP) systems.

Track Inspection & Maintenance - Planning & Scheduling (TIMPS) is a powerful tool for managing track inspection and maintenance activities including scheduling, project planning, material usage, automated track vehicle data repository, and robust reporting meeting FRA CFR Part 213 requirements.

Signal Inspection Testing E ciency (SITE) is focused on meeting CFR Parts 234 and 236

signal and crossing inspection requirements and is FRA Approved. SITE includes Signal Hours of Service module.

Locomotive Asset Management Platform (LAMP) modernizes all mandatory locomotive inspections as outlined in CFR Part 219, including scheduling of all mandatory inspections, Blue Cards generation, out-ofuse credits, including a detailed con guration management system.

Together, TekTracking applications improve railroad operations and safety, while ensuring regulatory compliance. Stay tuned for two new applications coming in late 2024 and early 2025.

Door Defender ™ Protection System

The Complete System to Eliminate Door Damage

Rugged construction featuring a patented bumper profile and a “one size fits all" design simplifies use from installation to maintenance.

2024 Product & Innovations showcase

THERMON HELLFIRE 905 GAS FIRED FORCED AIR RAILWAY SWITCH HEATERS

ermon is the premier provider of process heating products and services to rail applications in preventing winter downtime.

e ermon Hell re 905 gas red forced air switch heater clears ice and snow from heel to point of switch. ese snow clearing devices consist of a blower, combustion chamber, and ducting system that delivers heated air to the entire switch.

e blower is an electrically powered centrifugal fan. Air from the blower enters the combustion chamber and is used for combustion and make up air. e heated air exits the combustion chamber and is ducted below the rails to the point and track duct nozzles mounted within the switch. e air temperature is thermostatically limited for maximum snow clearing performance

without burning ties or excessive so ening of frozen ballast.

ermon is also working on our new generation of Hell re 905. is unit is built with updated components to protect from obsolescence and decreases the risk of supply issues. e smaller component footprint allows for more features and better organization. It also has expanded communication capabilities which allows for control over various communication protocols. Its new forward-thinking design allows our customers to easily adapt to market changes and feature requests. We have included an expansion slot that allows for customization and future feature development. Finally, our new OLED character display and organized status LEDs allow for

a quick view status of all major systems and allows the user to easily change set points and investigate alarms / alerts. Learn more at www.thermon.com.

2024 Product & innovations showcase

VOESTALPINE RAILWAY SYSTEMS NORTRAK

HIGHER ATTENUATION

FASTENERS

voestalpine Railway Systems Nortrak’s higher attenuation fasteners are speci cally engineered to minimize noise and vibration in urban environments, making them ideal for various infrastructure and construction projects. With a sti ness range of 52,000 pounds/ inch to 110,000 pounds/inch, the fasteners ensure robust support while e ectively reducing disruptive vibrations. With eight sizes of rubber vulcanized fasteners, vaRS Nortrak provides versatile solutions tailored to diverse engineering and geometry needs. Additionally, including factory-welded shoulders provides easier track maintenance and further simpli es the installation process, enhancing e ciency and convenience for construction teams. Additionally, factory-welded shoulders provide easier track maintenance and simplify the installation

process, enhancing e ciency and convenience for construction teams even further.

Moreover, vaRS Nortrak’s higher attenuation products encompass medium and high attenuation product lines, demonstrating a commitment to comprehensive noise and vibration control. e higher attenuation fasteners are speci cally engineered to meet the demands of urban environments, where space is o en at a premium and complex installations are typical. ey are designed to seamlessly integrate into intricate con gurations, boasting a fully vulcanized top plate that ensures durability and reliability. Notably, these products o er a lightweight design, making them a more practical and e cient choice when compared to traditional “egg” fasteners. eir innovative construction and adaptability make

them a smart choice for urban settings where versatility and performance are essential.

Furthermore, vaRS Nortrak’s direct xation attenuation lines, with their interchangeable footprints, o er a future-proof and cost-e ective solution for a wide range of infrastructure projects. is adaptability ensures that expensive retro ts are not required, making Nortrak’s high-attenuation fasteners a practical and appealing choice for any project where noise and vibration reduction are crucial.

Railway Equipment Co excels in manufacturing robust switch heaters, ensuring operational reliability and safety during harsh winter conditions. Our Sno-Net technology allows railroads to remotely monitor these heaters, providing maintenance teams with a crucial advantage during cold winter days and nights.

2024 Product & Innovations showcase

WI-TRONIX

RAIL RADIO VIEW

For decades, locomotive cab radio communication has been a blind spot in terms of recounting of communication between crew, yard masters, dispatchers, the right-of-way, and even other trains.

In partnership with CSX Transportation, Wi-Tronix changed that. Rail Radio View, an advanced AI-enabled solution, improves the safety of rail operations. rough the onboard hardware and state-of-the-art soware solution, the immersive technology provides railroads with unparalleled cab radio communication monitoring through AI-powered insights.

Rail Radio View permits authorized users to access recorded cab audio recordings and transcriptions; now Wi-Tronix users not only see, feel, and experience, but also hear rail operations.

Cab radio communications and transcriptions are recorded to the onboard event recorder and stored in Wi-Tronix’s cloudbased portal. Users then search for the recording, view the transcription, and play it back along with locomotive/rail vehicle data and other media in a time-synchronized player. is onboard solution enables railroads to simplify incident investigation and low-cost operational testing. Audit safety protocols to create a zero incident and injury workplace. Transition from limited visibility to remote compliance monitoring, empowering the ability to proactively address potential safety concerns and foster a safer operating environment. Enjoy secure audio and transcription storage with access controls and industry-standard two-year

ByJeffWilson

Thecombinationofthedieselengineandelectrictraction motorrevolutionizedrailroading.Inthepastcentury,the dieselanditscompanionelectriclocomotivehave advancedfromnewtechnologytosomeofthemosthightechvehiclesonsteelwheels.Finding outwhatgoesonunderthehood,inthe electricalcabinet,andbehindthecontrolstandtomaketheseunitsworkisjust asfascinatingaswatchingone(orseveral)haulfreightormovepassengers. Wilson’snewbooktracesthehistoryanddevelopmentofthedieseland examineseachmajor systemthatispartofalocomotive.Thebookiswrittenin easy-to-understandlanguageprovidingjusttherightamountoftechnicaldetail withoutburdeningthereader.

data retention for complete peace of mind. With Wi-Tronix onboard, continuous advancements—and cab radio transcriptions—are just a click away.

2024 Product & innovations showcase

ZTR

PIVOT: ADVANCED RAILCAR REMOTE MONITORING SOLUTION

Pivot by ZTR is an advanced railcar remote monitoring solution drawing on over 36 years of railway and IoT experience to deliver reliable data and insights that enhance safety, improve e ciency, and lower costs in railcar operations.

Developed in collaboration with BlackBerry, a leader in telematics, Pivot combines wireless sensors with the IoT gateway, all installed on railcars to gather and transmit crucial data. It uses this data to o er a comprehensive suite of features and functionalities including Location Monitoring, Impact Detection, Door/Hatch Status, Load Status, Handbrake Status.

Pivot empowers rail shippers and operators by providing data and insights on location and key operational parameters that enable them to:

• Enhance supply chain e ciency through

accurate railcar location tracking and data driven logistics planning.

• Optimize asset utilization by avoiding overuse and underuse of railcars and re ning the usage of current equipment.

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Engineered for durability. the Pivot devices are powered by a replaceable battery with lifespan of up to eight years. ese devices are intrinsically safe, C1D1 certi ed, and built to withstand the challenging rail conditions. ey require no external energy sources and need zero maintenance between battery

replacements. Suitable for all railcar types, Pivot’s gateway and sensors can be quickly installed in just minutes using the provided kits and a dedicated mobile application.

Backed by ZTR’s industry-leading 24/7 support, Pivot delivers unparalleled railcar management capabilities. Discover how Pivot can transform your operations at ztr.com/Pivot.

Locomotive Control Systems

‘DOES IT PENCIL? ’

BY MICHAEL IDEN, CONTRIBUTING EDITOR

The question “Does it pencil?” is a term used by real estate investors when analyzing a building or property project from a nancial perspective. Quoting from a recent New York Times article: “A project that pencils is one that makes nancial sense ... When developers say something pencils, they are saying that whatever they want to build has a chance of making enough money to overcome the many chances of failure.”

I’m going to borrow this real estate phrase and apply it to assessing the energy eciencies of various alternative locomotive propulsion ideas swirling around the railroad industry. We will discover that di erent proposals will have di erent energy e ciencies. My question for you, as you consider alternative proposals for railroad propulsion, is: “Does your alternative propulsion and/or energy idea pencil?” In other words, does it make sense from an energy e ciency perspective?

And, when you evaluate a rail propulsion concept, you must make similar evaluations for at least one other alternative. Your job as a manager is to make or recommend decisions based on honest data converted into rational information. Many future propulsion and energy technologies have a

“silver bullet” aura or glow. In case you’ve never heard the phrase “silver bullet,” it’s a metaphor, for quickly choosing one singular solution to solve a massive and complex “problem.” You must pencil all alternatives, without exception.

What is energy? From the U.S. Energy Information Agency: “Scientists de ne energy as the ability to do work. Modern civilization is possible because people have learned how to change energy from one form to another and then use it to do work.” Locomotives use energy to move freight (or people).

Any process or thing that uses energy will always end up wasting some amount of it, because no energy conversion process is 100% e cient. Every process that converts energy from one form to another (for example, from chemical energy in a fuel into mechanical energy from the engine) ends up wasting some amount of the input energy, typically as heat, friction, noise, etc. us, energy e ciency de nes how much is converted into work

How e cient is the U.S. in using energy? e average reader may be shocked to learn that, as a nation, we e ectively use only onethird of all the energy we consume. e other two-thirds is lost or rejected energy in the form of waste heat, friction, noise, etc.

Every year, the U.S. Department of Energy Lawrence Livermore National Laboratory publishes a U.S. Energy Consumption ow chart (technically known as a Sankey Diagram showing where our energy comes from and where it all goes). e 2022 diagram released in late 2023 is shown in Figure 1. e unit of measure for energy on this chart is the quad, which means one quadrillion BTUs of energy. I won’t bore or confuse you with conversion factors; 100.3 quads is a lot of energy.

Note that transportation (cars, trucks, trains, planes, boats, etc.) is the second-largest use of our energy. Transportation in 2022 wasted 79% of the energy used (21.7 quads rejected/27.5 quads used = 0.79 or 79%). In fact, transportation wasted a greater percentage of energy used than electric generation (24.3 quads rejected/37.7 quads used = 0.64 or 64%), largely because of the relative inefciency of gasoline-powered automobiles. Energy e ciency for any system (a locomotive, your automobile, a washing machine) is calculated as follows: Work Performed (energy out)/Energy Input (energy in) X 100% = Energy E ciency Percent. Why is it so important to pencil or run the numbers on energy e ciency? Because every alternative propulsion scheme has di erent conversion e ciencies involved in

converting energy. Deciding on only one alternative is a blind selection.

THE AC LOCOMOTIVE

Figure 2 is a diagram from page 97 in the late Walter Simpson’s book Diesel-Electric Locomotives, published by Simmons-Boardman. is book provides clear and simple explanations of everything diesel-electric (much of which also applies to battery-electric, hydrogen fuel cell and even conventional allelectric locomotives). is shows the energy chain on board an AC diesel-electric locomotive. Simpson assumed a diesel engine having a thermal e ciency of 48%; I feel that’s a bit high as the newest Tier 4 engines are ~44% e cient.

To calculate (pencil) the locomotive’s tank-to-rails energy e ciency, you multiply the e ciency of each element, like this:

• Diesel engine

(@ notch 8 traction power rating)

44% e cient 0.44

• Traction alternator & recti ers

96% e cient 0.96

• DC-to-AC inverters

e cient

• AC traction motors

e cient

• Traction motor gears & bearings 99% e cient

OVERALL ENERGY EFFICIENCY: 0.44

X 0.96 X 0.99 X 0.96 X 0.99 = 40% EFFICIENT = 0.40 is means that 40% of the fuel’s chemical energy ultimately reaches the rails as traction work. e missing 60% energy is rejected as waste heat from the radiators and the exhaust stream, electrical heating, bearing friction, etc. (And don’t forget aerodynamic drag, highly variable and not included in Simpson’s calculation.)

Key points to remember:

1. e lowest individual energy eciency of all elements in a system sets the limit for total e ciency. If our diesel engine e ciency drops from 44% to 40%, overall e ciency drops to 36% (do the math).

2. e more energy conversion steps involved, the greater the risk that overall energy e ciency will be disappointingly low. If we take Simpson’s locomotive and add, as an example, a speed reducing gear (assumed e ciency = 95%) between the engine and the alternator, the overall

ALTERNATIVE ENERGY EFFICIENCY

locomotive energy e ciency drops from 40% to 38%.

PENCILING ALTERNATIVE

LOCOMOTIVE ENERGY EFFICIENCY

Let’s look at the energy e ciency of batteryelectric, hydrogen fuel cell and straight electric locomotives. For comparison purposes, I am assuming we want each of the alternative locomotives to deliver 1.0 megawatt-hour (MWh) of energy to the rails as traction work (1 MWh = 1,341 horsepower-hours). Pay particular attention to how the individual e ciencies a ect total e ciency.

A battery-electric locomotive (BEL) has storage batteries holding energy in the form of electrons. Figure 3A is an energy conversion diagram for a BEL, which by calculation will need ~1.56 MWh of energy from the grid to produce 1.00 MWh of work at the rails for an overall 64% energy e ciency (36% energy

waste). I’m assuming stationary charging (in-motion charging from overhead catenary could be more e cient depending on the locomotive design).

A hydrogen fuel cell (H2FC) locomotive will also have propulsion batteries, so I’m going to call it a hydrogen fuel cell + battery locomotive (H2FCBL). Again, as shown in Figure 3B, we need ~4.35 MWh of energy from the grid to produce 1.00 MWh of work at the rails for an overall 23% energy eciency (77% energy waste).

If we eliminate the onboard batteries and equip it as a 100% fuel cell locomotive, energy e ciency goes up slightly to 26% (74% energy waste), as shown in Figure 3C. e reason for equipping a fuel cell locomotive with propulsion batteries is to reduce the amount of fuel cells by 50%. An H2FCBL locomotive with a total power rating of 4,400 hp (3,282 kilowatts, kW) would require 2,200

FIGURE 1: U.S. DEPARTMENT OF ENERGY 2022 SANKEY DIAGRAM

FIGURE 2: AC-TRACTION DIESEL-ELECTRIC LOCOMOTIVE ENERGY CHAIN

ALTERNATIVE ENERGY EFFICIENCY

ENERGY CONVERSION DIAGRAMS FOR A BATTERY-ELECTRIC LOCOMOTIVE (FIGURE 3A, TOP), HYDROGEN FUEL CELL + BATTERY LOCOMOTIVE (FIGURE 3B, SECOND FROM TOP), 100% FUEL CELL LOCOMOTIVE (FIGURE 3C, SECOND FROM BOTTOM), AND STRAIGHT-ELECTRIC LOCOMOTIVE (FIGURE 3D, BOTTOM).

equivalent hp of fuel cells and another 2,200 equivalent hp of fully charged batteries. When (not if) the propulsion batteries become depleted, the fuel cells may still be cranking out maximum power for traction, but you end up with a “half-power locomotive.”

e electrolyzer is a device that uses electrical energy to break apart molecules of water (H2O) to create hydrogen (H2). e best electrolyzers are around 71% e cient, so 29% of the electrical input energy is wasted

as heat. Because the gaseous hydrogen must be made transportable onboard the locomotive or a hydrogen energy tender, you must compress or liquefy gaseous hydrogen, and the average e ciency of those processes is 76%. We’ll ignore the inevitable leaks of microscopic hydrogen molecules (more inefciency) through piping gaskets, valves, etc.

Onboard the locomotive, the hydrogen goes into the fuel cell, combines with oxygen from the air and electrons are released as an

electrical current at an e ciency of (at best) 50% (since the o -quoted 60% fuel cell eciency is only at low power, not at high power, which is typical for operating a locomotive).

Note, I’m using a fuel cell e ciency of 50%, not the more claimed 60%. Why is 50% a more realistic e ciency for a line-haul locomotive fuel cell? Because fuel cell e ciency peaks at low power and then drops as power increases to maximum. A diesel engine is the opposite: E ciency starts low and peaks at high power, as shown in Figure 4.

Again, I lose another 10% of the energy into and out of the propulsion battery, and nally produce traction work at the rails. But the work done (1.00 MWh) is only 23% of the 4.35 MWh of electrical energy supplied “into the system” at the beginning.

Bottom line, a fuel cell locomotive producing 1.00 MWh of work at the rails will consume between 3.85 and 4.35 MWh of grid energy. Given the talk about our nation needing to invest $1 trillion in new electricity generation and transmission infrastructure, do these numbers pencil for a high-density freight corridor?

Last, let’s look at a straight-electric locomotive, Figure 3D. We take energy from the grid, feed it into the catenary, reduce the voltage, create controlled-frequency AC for the motors and make tractive e ort. One MWh of work at the rails requires 1.30 MWh of grid energy, for an overall 77% energy eciency (23% energy waste):

Other people have penciled these numbers. Reinhard Christeller, a senior rolling stock and business consultant in the European Union, recently published the same analysis with similar results.

ere are no “silver bullet” solutions. In simple terms, a hydrogen fuel cell locomotive (assuming it has a hydrogen energy storage tender) can operate over a longer distance than a battery-electric locomotive. But the H2FCBL locomotive uses 179% more grid energy (4.35 vs. 1.56 MWh) than the battery locomotive. is is but one example of the complicated analyses and decisions that await all of us as we explore the new world of freight railroad energy and propulsion.

If you fail to properly pencil your numbers, you could end up going where one of my favorite forecasters of the future, the late Yankee ballplayer Yogi Berra, envisioned: “If you don’t know where you are going, you might end up someplace else.” Pencil your energy e ciencies!

FIGURE 4: DIESEL ENGINE VS. PEM FUEL CELL EFFICIENCY

The easy-to-install QST30 Tier 4 Power Module is e icient and reliable. It reduces carbon emissions and qualifies for various governmental and agency funding for switcher locomotives. Together, we’ll ensure you’re ready to power your journey to a more carbon-neutral tomorrow.

cummins.com

LIGHT RAIL 2024

PRESENTED BY RAILWAY AGE AND RT&S

PLANNING, ENGINEERING AND OPERATIONS

Join Railway Age and RT&S at a premier event: Light Rail 2024, our annual conference on light rail transit.

NOVEMBER

13 & 14

The Westgate Hotel San Diego, CA

LRT, North America’s fastest-growing passenger rail mode, employs a full range of technologies and operating practices. Light Rail 2024, developed for transportation professionals in planning, operations, civil engineering, signaling and vehicle engineering—as well as students at the undergraduate and graduate level—will o er a comprehensive review of the specialized technical, operational, environmental and socio-economic issues associated with LRT in an urban environment.

The conference concludes with a special tour of the San Diego Trolley, the first modern LRT system in the United States.

Key Sessions

•Engineering for Operations

•Capital Program Management

•Dealing with Extreme Weather Events

•Project Updates on Major New-Builds and Expansions

•Alternative Propulsion Technologies

•Customer Interfaces – Fare Collection, Communications, Security

•Funding Challenges

Speakers Include

Sharon Cooney CEO

San Diego Metropolitan Transit System

John Mardente Civil Engineer, Passenger Rail Div. FRA

Alfred E. Fazio, P.E. BRT Rail Services

Brian Riley COO – Rail

San Diego Metropolitan Transit System

Rachel J. Burckardt, P.E. SVP / Sr. Project Mgr. WSP USA

Wayne Terry Retired COO – Rail

San Diego Metropolitan Transit System

SPONSORS

Biggs II Sr. Project Dir., Purple Line MDOT MTA

Ken Luebeck, P.E. Project Mgr., Systems Engineering Benesch

Ray

INTERMODAL

40 YEARS AGO ...

The story behind Greenbrier’s Twin Stack.

BY WILLIAM C. VANTUONO, EDITOR-IN-CHIEF

Think “intermodal,” and the term “double-stack” instantly comes to mind, right? at was not the case in 1984, when the then-radical transportation concept and the railcar designed to support it met quite a bit of resistance among some powerful railroad executives. Man, were they mistaken!

is year marks the 40th anniversary of e Greenbrier Companies’ Twin Stack intermodal railcars, which arguably revolutionized the rail industry. e design of railcars that, in simple terms, enable one container to be placed on top of another (apologies to Monty Python’s Flying Circus and “ e Royal Society for Putting ings on Top of Other ings”) has evolved into several iterations over the past 40 years. All serve the same purpose: transporting containers across multiple modes.

Greenbrier estimates the 2024 doublestack container car eet at 179,000 wells consisting of 77,000 international units

and 102,000 domestic units. e eet’s replacement cost is estimated at $12 billion, compared to a conventional-car equivalent of $18 billion. e company estimates the annual operating cost savings to railroads based on long-term variable costs at $4.1 billion—$1.9 billion international and $2.2 billion domestic.

Railway Age spoke with Bob Yates, who retired from Greenbrier as Vice President of Intermodal and Automotive in 2009. He recalls that the early days of intermodal “were no walk in the park.” Southern Paci c, Burlington Northern and CSX supported the Twin Stack, but imagine running up against resistance like this:

“In 1984, Trailer Train (now TTX) told BN and SP it had no interest in acquiring double-stack container cars,” Yates recalls. “Santa Fe President Larry Cena told Greenbrier Intermodal he would not allow double-stack container cars on his railroad, as did Conrail’s chief engineer. Union Paci c pushed back on the Twin Stack. In

1985, a er pressure from BN and SP, Trailer Train agreed to buy double-stack container cars on a sponsorship basis for speci c railroads, but in its 1985 Annual Report said that ‘not all container business should move in well cars … they have a role in 8 to 10 key rail corridors … well cars are not suited for heavy 20-foot containers … heavier domestic tra c would exceed the design capabilities of articulated well cars.’

“Domestic movements in trailers were protected. We had many discussions with the railroads about the economics of domestic containerization, which they resisted. Bill Furman (Greenbrier’s long-time chief executive) told BN, ‘In the end, the economics will win.’”

Furman was spot-on, needless to say. But there were doubts about the life expectancy of a double-stack container car. Greenbrier Intermodal commissioned two freight car experts to provide estimates.

“Bill omford, retired SP and former chairman of the Association of American

INTERMODAL

Railroads Car Construction Committee, gave double-stack cars a 15-year life,” says Yates. “Ed Wright, retired New York Central Chief Mechanical O cer and SeaLand consultant, gave them an 18-year life. When Trailer Train bought its rst stack cars, it wrote them o over seven years. Now, in 2024, we have the answer: e original, 1984-1986 Twin Stack cars are still in service at 40 years old. In addition, the AAR speci cation for high-mileage cars is that they be designed to last three million miles. ese original Twin Stack cars will all have accumulated more than four million miles this year.”

“One Trailer Train executive told me, ‘Look, we’re the experts in intermodal and you folks really shouldn’t be dabbling in this exotic technology,’” says Yates. “ e belief back then was that, yes, you can run doublestacks on SP because they’re a Western railroad, but these cars will never make it to Chicago and never, ever make it to the East Coast. It was all considered a novelty. ings were really sensitive, and it was very common for folks from the railroads to call us to express their animosity. ey’d say things like, ‘If you don’t cease and desist, we’ll never order railcars from you.’ One railroad even threatened to embargo them. I wanted to keep a low key and not get on the railroads’ nerves. But I couldn’t.”

Double-stack is now probably the most

ubiquitous type of rail tra c. It’s everywhere. e strongest initial objections were over the economics—or rather, how the economics would a ect the railroads’ wellestablished TOFC (trailer on at car) business, according to Yates.

“ e rates the railroads were getting for their domestic tra c really drove the initial pushback,” he recalls. “ e Santa Fe had premium TOFC service and didn’t want double-stacks coming in and competing, taking that tra c out of trailers. Another railroad was ne with doublestack for international containers, but not for trailers. We sat down with them and explained that, in the end, the economics will win. ey said no, but what drove them eventually to domestic containerization was the fact that a competing railroad gave APL the ability to ll their empty containers coming back to the West Coast with domestic product, and that started stripping the trailer tra c away. Finally, they gave in. is tug and pull of ‘no ocean carriers’ went on for more than 15 years.

“We ran into some railroads who would try to stonewall us on operations. One said, ‘We don’t want containers in our yards because you’ve got a container and a chassis, so there’s all this extra equipment and we don’t want to get involved in that.’ But we countered with, ‘Do you know that if you double-stack the containers you’re going

to get twice as many loads and unloads per switch?’ But then they questioned us about switching costs. I said, ‘OK, if you want to talk about 2% of the cost, then ne, let’s talk about 2% of the cost. But if you want to talk about the real economics, the cost savings on line haul, crews, fuel, locomotives and so on, then ne, we’ll talk to you.’ en there were the clearance issues on certain routes that had to be dealt with.”

When the ports, ocean and inland, started getting involved, the logjam began to dissipate. Eventually, through sheer determination backed by solid economics, containerized freight and double-stack became dominant in intermodal. Over the years, there have been numerous projects—new intermodal yards, double-stack clearance programs—to enable stack train operation. Many of these projects have been P3s (public-private partnerships), with costs shared between railroads and public entities. e very same carriers that once opposed double-stack and feared it would erode premium domestic TOFC service embraced it and continue to invest billions in its development.

ere’s a lot more to this story: changes in container sizes, operational challenges, the rise of China as a major global exporter, and now, near-shoring as some manufacturing returns to North America. But it all started with Twin Stack, 40 years ago.

BOXCAR REQUIEM

Perhaps the most basic of freight cars, the boxcar has been around almost as long as the railroad industry itself—the mid-19th century. e North American eet consists of approximately 108,000 units—by far the smallest eet by car type—with an average age of 28 years—the oldest of all railcar types. Versatile because they can handle many di erent commodities, they’ve nevertheless been largely replaced by intermodal containers. However, intermodal containers require specialized loading/unloading facilities and handling

equipment. Boxcars generally don’t. at may be a key advantage as far as their role in rail freight carload growth is concerned.

Fleet age, initial high manufacturing cost due to complexity (a new 60-foot high-cube plate F is in the neighborhood of $150,000), antiquated car-hire rules, excessive empty back-haul miles (poor utilization), loading infrastructure that’s typically older than the cars themselves, and too many sizes (ranging from 40-foot Plate B to 89-foot hi-cube Plate G) are problems impacting wider boxcar use.

“ e North American rail industry is plunging toward a boxcar cli as many cars are

hitting their 50-year expiration date and not being replaced because the Arbitration Rule suppresses boxcar rates far below competitive levels,” according to Railway Supply Institute President Patty Long. is will occur in about ve years. Only about 20,000 new boxcars have been built since 2014, not nearly enough to replace the entire eet.

Boxcar manufacturers include Greenbrier, TrinityRail, FreightCar America and National Steel Car. GATX, with close to 9,000 units, and TTX (RailBox pool service) are the largest boxcar eet owners. e industry is looking to standardize newbuilds on 60- or 50-foot Plate F cars. e

TrinityRail

Part 1: Can this multi-purpose railcar drive carload growth?

BY WILLIAM C. VANTUONO, EDITOR-IN-CHIEF

drive-in container that railroads compete against in the carload space. And they’re not like a grain car that only cycles between a port and a grain elevator. Boxcars go everywhere. Even though that’s great exibility, it creates a harder investment piece for shippers and for short lines.

“It’s very important that we address the challenges, especially aging. To compete with truck, you must have the most e cient car type, which puts it in that 60-foot plate F size. But it’s a very expensive car because it’s made of a lot of steel.

berglass-reinforced panels and spray foam insulation applied to the underframe, providing protection from extreme temperature uctuation.

questions are, how many, and how soon?

“My view from years in the industry is that you’re not going to nd anything closer to truck than a boxcar,” says Norfolk Southern Vice President Business Development and First and Final Markets Stefan Loeb, who has considerable Class II and III experience. “It’s among the most important pieces of equipment in terms of rail growth, but its also right in the crosshairs. It’s probably one of the highest touch car types in railroading when it comes to the level of customer interaction. Boxcars are more critical for exible freight than anything else because they are the closest thing to the

“We need to gure out how to turn the cars faster, whether that’s through pooling or other methods. In terms of winning freight o the highway, nothing is more important than a boxcar. But it’s an older eet that a lot of folks are nding hard to reinvest in. ose are the things that industry must address, and it has to be a multiparty solution. e customers have to be willing to look at their loading docks. e railroads have to try and get as e cient as possible and not have all these car types running around, which in general we have. But again, it also needs what I’ll call an acceptable investment thesis with the folks who are going to own the cars. en you layer on the complexity of a third-party, not railroad-owned, entity.

“And because boxcars have to be exible on what they can carry, that almost hurts them in how eets get built for the future. at’s where a multi-faceted group needs to come together to address some of these issues to clear the runway for more boxcars to be built.”

Carbuilders view boxcars as important to their business and having a role in rail freight volume growth, but acknowledge that they’re dealing with similar issues as railroads and shippers.

“We see continued demand for new boxcars,” TrinityRail tells Railway Age. “ Despite some shift to truck and intermodal in the past, a steady outlook for boxcar shipments and a population of aging assets are likely to drive new boxcar production demand in the coming years. Insulated and refrigerated units have been trending recently.”

One example is the EcoBox™. With a 60-foot, 3-inch interior length, the lighter weight, high-capacity Insulated EcoBox™, designed for the beverage, food and packaged goods industries, features

Versatility and exibility, TrinityRail notes, are necessary for a robust boxcar market, along with high manufacturing quality. “ e market cannot support a single-use car,” the company says. “As an industry, we need to build and manage the eet in the most e cient manner possible and improve car utilization. Telematics, like our Trinsight® Logistics Platform and RailPulse, of which we’re a member, will go a long way toward boosting e ciency. e battle for modal shi from truck to rail is very real to us.”

Boxcars are subject to extreme physical stresses that can easily damage a critical, complex component—doors. Forklift strikes are the most common. Greenbrier is addressing this problem with its Titan Series Doors™, which feature the company’s standard door mechanism, with all associated parts: replacement hasps, anti-spin/anti-drift devices and patented worm drive.

“ ese doors use an advanced highstrength Grade 100 weathering steel that provides twice the yield strength of a traditional boxcar door, sliding or plug,” Greenbrier notes. “ is is based on Industry Standard AAR Test S-213, the maximum impact of force before permanent steel deformation occurs, making a door dicult or even impossible to open, or to close and lock. Average plug door lifetime repairrelated costs are 55% lower than traditional steel plug doors, based on a 2024 internal standard boxcar door repair model derived from interviews with boxcar repair experts.

“With the Titan Series, reducing weight is secondary, even though this design does reduce weight somewhat. Our goal is to strengthen the door and prevent damage from incidents like forkli strikes, and we’re able to use advanced high-strength steel for that purpose. We can take this technology and implement it on any size door that we’ve done in the past, in any size the customer needs.” Ten car sets, ve with Norfolk Southern and ve with TTX, have been in service for about a year.

Part 2 of this series will be covered in the October issue by Financial Editor David Nahass in the Railroad Financial Desk Book.

CREEP CURVE DEVELOPMENT USING RCFS WHEEL-RAIL

MxV Rail’s rolling contact fatigue simulator (RCFS) is a full-scale test rig consisting of a railroad wheelset and two 56-inch-long rails attached to a “track” table. e precisely controlled test rig uses wheel rolling and rail reciprocating movements to simulate various wheel/rail (W/R) contact conditions without scale factor implications. e RCFS can create pure longitudinal, pure lateral and combined creepage through changing lateral shi and angle of attack (AOA) between track and wheelset.

e creep curves and saturation value (friction coe cient) of W/R contact are

BY YUQING ZENG, MXV RAIL

important factors that can a ect vehicle/ track dynamic performance, derailment safety and W/R surface damage. Previously, the W/R creep curves were measured using either small-scale twin disks or roller rigs, and the creep forces were generated by adjusting longitudinal creepage, with no lateral creepage/force involved. e W/R longitudinal and lateral creepages act on the two wheels at the same time and can have a signi cant e ect on axle steering, risk of ange climb and W/R interface damage. erefore, full-scale W/R contact tests, including lateral creepage and/or combined lateral-longitudinal creepage, that are more representative of actual W/R interacting conditions in revenue service

are needed to investigate these e ects.

Funded by the Federal Railroad Administration (FRA) and Association of American Railroads (AAR), MxV Rail conducted a series of full-scale W/R rolling contact tests using the RCFS to 1) generate W/R contact creep curves and 2) determine the friction coe cient. e tests used wheelsets with new and worn Class C wheels and intermediate strength rail samples to investigate the e ect of wheel loads, contact pressures and surface properties on the tribology performance of the W/R interface under dry contact conditions.

To generate the creep curve accurately, the table yaw angle was controlled and varied to create an AOA from 0 to at

William

C. Vantuono

least 30 mrad (an AOA of 30 mrad is large enough to reach creep saturation). e wheelset’s lateral position was centered to minimize the e ect of both longitudinal and spin creepage on the creep force measurements. e vertical, lateral and longitudinal contact forces were measured using two tri-axial load cells and one instrumented rail.

Figure 1 shows the measured creep curves of new Class C wheels and new intermediate strength 136-pound rails using di erent wheel loads representing cars in a fully-loaded (36 kips), partially-loaded (20 kips) or empty condition (7 kips). For new wheels and rails, W/R contact friction coe cients increase with the decrease of

wheel loads (or contact pressure). Additionally, the initial slope of the contact creep curve that de nes the partial slip region increased with a decrease in the wheel loads (or contact pressure).

e creep curves shown in Figure 1 are important to the evaluation of ange climb derailment. It has been widely accepted that the maximum friction coefcient under dry W/R contact conditions is approximately 0.5, but test results from the RCFS indicate that the actual value could be larger at low wheel loads that may exist for an empty car or during dynamic wheel unloading. By using a constant friction coe cient less than or equal to 0.5 for the evaluation of cases where the W/R creep

forces are near saturation, the ange climb derailment risk may be underestimated in the case of new wheels on new rails.

For the worn W/R combination, the measured W/R contact friction coe cient was less than that of the new W/R combination at full slip/saturation. Although the di erence in the maximum friction coecient was less obvious, when the wheel load changed, the di erence in the initial slope still existed. Additional research and tests were carried out to investigate the e ect of contact pressure on the W/R contact creep curve under dry and lubricated conditions, including friction conditions under ange contact, e ects of wear on surface hardness and roughness, among others.

Figure 1. Measured creep curves (new Class C wheel/intermediate strength rails)

JOE GIOE

Indiana Rail Road

HIGH PROFILE: e Indiana Rail Road Company (INRD) has named Joseph Gioe President and CEO, e ective Aug.12, 2024. Gioe replaces Dewayne Swindall, who le the company on May 31. Gioe is “a successful railroad leader with 20 years of industry experience,” INRD said. “He has held leadership positions at two Class I railroads with the majority of his career at BNSF Railway, where he was twice named employee of the year for intermodal train execution and delivery of major infrastructure projects. He also served as Vice President of Transportation for Norfolk Southern.” Gioe began his railroad career as a locomotive engineer and front-line supervisor in 2005 and rose through management roles of increasing responsibility “while demonstrating his operational e ectiveness and leadership abilities,” INRD said. “As President and CEO of INRD, he will bring a strong focus on safety, service, e ciency and employee development. He has consistently demonstrated his ability to lead his teams to higher levels of performance through team building and communication.” Swindall has joined Norfolk Southern (NS) as Vice President Transportation. He will participate with NS Executive Vice President and Chief Operations O cer John Orr in a session on Allyship and Industry Inclusivity at the 2024 Railway Age/RT&S Women in Rail Conference, to be held Nov. 5-6 in Chicago.

NICOLE BREWIN ASLRRA

HIGH PROFILE: Nicole Brewin has returned to the rail industry as American Short Line and Regional Railroad Association (ASLRRA) Vice President of Congressional Affairs. Brewin “brings extensive Capitol Hill, rail and transportation government affairs experience and substantial expertise in influencing policy and legislative initiatives in both the public and private sectors to the position,” ASLRRA said. “She will be leading the congressional affairs team at ASLRRA, working with association staff and member short line railroads to pursue legislative support for critical issues facing the industry including investment in infrastructure, and surface transportation and tax policy.” Brewin spent 22 years with the Railway Supply Institute, progressing from Assistant Vice President to Senior Vice President of Government and Public Affairs, leading the RSI’s effort on Capitol Hill and in regulatory matters, managing a team of 12 and the work of eight member-driven Committees. She began her career as a Legislative Assistant to now-retired U.S. Congressman Peter J. Visclosky (D-Ind.), a senior member of the House Appropriations Committee. Prior to joining ASLRRA, she was with The Travel Technology Association. Brewin holds a B.A. from Marymount University, as well as a certificate in Association Management from the American Society of Association Executives. She has served as a Board Member of the OneRail Coalition, Operation Lifesaver, Inc., and the Women’s Transportation Seminar, D.C. Chapter. She was honored by Railway Age as a Women in Rail inspiring leader in 2018.

Norfolk

Southern last month promotedJason A. Zampi to Senior Vice President Finance and Treasurer. In his new role, Zampi will maintain responsibility for financial planning and analysis. He also will assume the responsibility for treasury and investor relations from Chris Ceraso, current Vice President and Treasurer, who is electing to leave the Class I to pursue another opportunity. Zampi will continue to report to Executive Vice President and Chief Financial Officer Mark George. In his most recent role as Vice President, Zampi helped establish the financial planning and analysis function for NS. “By collaborating across the company to identify productivity initiatives and tactical investments, he has played a pivotal role supporting key business decisions to advance the railroad’s balanced strategy,” NS noted. Zampi joined NS in 2011 and has served in leadership roles of increasing responsibility within the company’s finance and accounting organizations, including Vice President and Controller and Assistant Vice President, Corporate Accounting. Prior to joining NS, Zampi was a senior manager with KPMG LLP. He is a certified public accountant and holds a Bachelor of Science in Accounting from Pennsylvania State University.

Tara Soesbee has joined STV as Vice President of Rolling Stock Client Engagement. Soesbee is a passenger rail industry veteran “with a long-standing record of delivering impactful transit vehicle programs across the nation,” STV noted. In her new role, she will work closely with leading agencies throughout North America to “support vehicle procurement programs while supporting STV’s national vehicle practice with strategic pursuits.” Prior to joining STV, Soesbee was Senior Director for Amtrak’s long-distance fleet replacement program. Additionally, she worked at Virginkar & Associates as Vice President of Rolling Stock, where she supported vehicle projects for major agencies, such as the Southeastern Pennsylvania Transportation Authority, Bay Area Rapid Transit, Los Angeles County Metropolitan Transportation Authority, NJ Transit and MTA New York City Transit. She also served as a Senior Program manager for the Washington Metropolitan Area Transit Authority.

Financial Edge

There Will Always Be a Settlement—at Some Point

No thing warms a jaded rail equipment columnist more than having an article planned out only to see the headlines grabbed by something so tantalizing that the entire idea has to be scrapped in favor of the more topical event. It happens more often than you may think. It’s a Yogi Berra moment— deja vu all over again.

When watching the tussle between CN and Canadian Pacific Kansas City (CPKC) and the Teamsters Canada Rail Conference (TCRC), it was impossible not to harken back to the latter part of 2022 when the U.S. Class I’s and the unions representing their employees went to the mattresses and prepared for a strike in the same way the Canadian Class I’s did the week of Aug. 19.

The negotiations between the Canadian railroads and the Canadian unions began in 2023, and—stop if you’ve heard this before—they were unable to reach resolution prior to the contract end date.

So, the Canadian Class I’s began strike preparations and the Canadian government announced that it was not going to interfere in the labor dispute. As a result, in anticipation of an employee lockout, hazmat commodities were secured and shutdown preparations were made ready.

is is where things got interesting. As reported in Railway Age, Union Paci c CEO Jim Vena weighed in on the continentally signi cant impact of the Canadian strike. Five days later, as directed by Labour Minister Steven MacKinnon, the Canada Industrial Relations Board (CIRB), perhaps recalling the acrobatics of the athletes competing in the skateboarding and break-dancing events at the Paris Olympics, pulled a 180-degree turn and ordered the unions not to strike and the railroads not to lock out. e CIRB instead ordered the parties to the negotiation table for binding arbitration negotiations until a resolution could be achieved.

Crisis averted!

Railway Age referenced a statistic published by Reuters (and also highlighted by Vena) that, annually, 30% of

all Canadian rail traffic crosses the U.S. border. Heading into the grain season that statistic would suggest a rail service shutdown in the late summer would be, to say the least, impactful.

And this is the point of a deja vu moment and the real question for everyone involved in this redo drama: Why weren’t any lessons learned from the mishandling of the U.S. rail labor crisis in late 2022? One cannot, without imagining an incredible level of negligence, believe that the Canadian government was unaware of the impact that the strike would have on Canadian commerce and the North American rail system.

These are matters of economics, of policy and of procedure. Why allow the railroads across the North American system to waste time, money, resources and employee hours making preparations for a lockout only to reverse the process one week later? Did the government actually believe that dragging CN, CPKC and TCRC to the negotiation table would actually bring resolution and therefore the money spent preparing for the potential lockout would in fact be money well spent? (Prior to mandating arbitration, MacKinnon suggested all parties meet to achieve resolution.)

The instrument has yet to be invented to measure the skepticism that the government, as this drama was unfolding, thought that pushing to negotiation would be a successful strategy. A lockout is a stalemate: Railroad workers cannot just be replaced by people off the street looking to cross a picket line. At some point there will always be a settlement. What’s the answer?

One party who thinks they have it is Joe Hinrichs and CSX. While the situation in Canada was unfolding and grabbing headlines, CSX made news of its own by signing a tentative five-year contract with first three and then 12 labor unions four months prior to the contracts becoming amendable under the Railway Labor Act deadline. Four months! Imagine!

This is a landmark handling of a material percentage (more 50% to be precise)

Why allow the railroads across the North American system to waste time, money, resources and employee hours making preparations for a lockout only to reverse the process one week later?”

of CSX’s contractual relationships with its employees. Hinrichs was in position to display pride and enthusiasm about CSX’s preemptive success. However, Railway Age Capitol Hill Contributing Editor Frank N. Wilner suggests that CSX’s breakthrough here might not support future successes. Wilner’s prognostications are incomparable, and CSX should heed his concerns regarding the BLET and their perception of these successes.

Perhaps CSX ran the numbers and decided that after the protracted 2022 negotiations, the juice just wasn’t worth the squeeze for fighting it out again. What the industry can hope for is that after seeing the divergent paths between protracted arbitration and negotiated success the future of these negotiations might start to take a turn. From the lips of the jaded to your ears.

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

DAVID NAHASS President

Railroad

Mechanical Department Regulations

FRA News:

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.

Part 240–Qualification and Certification of Locomotive Engineers

This book affects locomotive engineers, trainers and supervisors. This final rule will clarify the decertification process; clarify when certified locomotive engineers are required to operate service vehicles; and address the concern that some designated supervisors of locomotive engineers are insufficiently qualified to properly supervise, train, or test locomotive engineers. 162 pages. Spiral bound. Updated 12-28-23

BKLER Qual. and Certif. of Loco. Engineers $16.95

Order 50 or more and pay only $15.25øº each

Part 222: Use of Locomotive Horns at Public Highway-Rail Grade Crossings

49 CFR 222. This regulation provides for safety at public highwayrail grade crossings by requiring locomotive horn use at public highway-rail grade crossings except in quiet zones established and maintained in accordance with this part. Spiral bound. Updated 12-28-23

Part 229: Locomotive Safety Standards

The Locomotive Safety Standards cover the laws governing inspections and tests, brake system, draft system, suspension, electrical, cabs and cab equipment plus more! Softcover. Spiral bound. Updated 12-28-23

BKLSS Locomotive Safety Standards $15.00

Order 50 or more and pay only $13.50 each

Part 242: Conductor Certification

The Conductor Certification rule (49 CFR 242) outlines details for implementing a Conductor Certification Program. The FRA implemented this rule in an effort to ensure that only those persons who meet minimum Federal safety standards serve as conductors. Softcover. Spiral bound. Updated 12-28-23

BKCONDC Conductor Certification $15.00

Order 50 or more and pay only $13.50 each