Ultrasonic Rail Flaw Inspection Services
Ultrasonic rail flaw inspection is the most effective way to detect defects in rails. Plasser American’s ultrasonic rail flaw detection system combines high-speed ultrasonic electronics with user-friendly interface and detailed reporting. This inspection solution is capable of measuring at speeds up to 45mph with a resolution of 4mm for both stop/verify and continuous testing. Hi-rail trucks as carrier platform offer high flexibility and a wide range. Whether you need traditional stop/verify or continuous testing services, our team with over 30 years of industry experience will deliver you the results and reports you require.
Vol. 121, No. 1
Print ISSN # 0033-9016, Digital ISSN # 2160-2514
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EDITORIAL BOARD
David Clarke, University of Tennessee
Brad Kerchof, formerly Norfolk Southern Jerry Specht, CPKC/AREMA
Scott Sandoval, Genesee & Wyoming
Robert Tuzik, Talus Associates Gary Wolf, Wolf Railway Consulting
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Happy New Year!
It’s hard to believe that I have already surpassed the two-year mark as Editor of Railway Track & Structures. I prepared an “Editor’s Notebook” column for the June 2023 issue entitled “It Takes A Village,” to recognize the many folks whose hard work goes into the preparation of each issue.
I will review the “RT&S village” again in a moment but wanted to first recognize the great work of Jennifer McLawhorn, who is coming up on her second anniversary with the company in May 2025. Jennifer has been an excellent and very supportive Managing Editor for RT&S. In addition, she has worked with Railway Age on a couple of special projects.
The magazine you hold in your hands is the result of the efforts of many people. First, I want to recognize the support of the Railway Age team of Editor-in-Chief William C. Vantuono, Executive Editor Marybeth Luczak, and Senior Editor Carolina Worrell. Our Art & Production Department, led by Mary Conyers, counts Nicole Dantona, Art Director, and Hillary Coleman, Graphic Designer, among its members. Jennifer and I work intensively with this team as we finalize the magazine layout toward the end of each month, and we could not do our jobs without them.
Michelle Zolkos is our Conference Director, and she and her team of Maureen Cooney and Anna Larranaga are among the hardest working group at Simmons-Boardman. They manage the planning and logistics of all webcasts and in-person conferences held by RT&S and Railway Age, along with other titles in the SB portfolio.
Erica Hayes, Leia Sills, Carol Franklin, Peter Fine, and Jo Ann Binz serve in various capacities to keep things on track. Our publisher, Jon Chalon, is an expert in the field, and I’m very grateful for his support and advice. Moreover, our Chairman, Arthur J. McGinnis, Jr., oversees a strong publishing group reporting on railroads since the 1800s. The AREMA Editorial Board member is the current Senior Vice President of the organization, and this year, William Riehl of Genesee & Wyoming has moved into the AREMA President’s chair, and Jerry Specht of CPKC, the current AREMA Senior Vice President, has joined our board.
Here’s a brief bio put together by Jerry: Jerry Specht has over 25 years of experience working in the rail industry. He joined BNSF Railway in 1999 as a Corporate Management Trainee. He worked in various supervisory positions at BNSF including Front Line Supervisor, Assistant Division Engineer and Manager and Director of Signal Engineering. He then moved to Wabtec Corporation as Senior Director, Product Management until 2023. Jerry joined CPKC as Director Signal & Communication Construction in August 2023 and his current role is Assistant General Manager Signal & Communication Operations for the Southern Region.
He holds a BS Electrical Engineering degree from North Dakota State University and has an Engineer in Training License. Mr. Specht is a member of the Institute of Electrical and Electronics Engineers (IEEE), National Society of Professional Engineers, International Railway Signal Engineers, and has been an AREMA committee member since 2007. Jerry has also served AREMA in other capacities during his career.
We thank Bill for his significant contributions as a board member and look forward to having Jerry aboard with us for 2025. In addition, we thank the leadership of the WheelRail Interface conference, especially Bob and Jeff Tuzik, along with Gordon Bachinsky and Brandon Koenig for their valuable partnership with RT&S
All of us on the team wish you a happy and prosperous 2025.
DAVID C. LESTER Editor-in-Chief
Building the Future of Rail: Comprehensive Workforce Development at the Transportation Technology Center
Preparing a new workforce to meet rail industry needs
Lisa Staes, Associate Director, CUTR, University of South Florida
Acacia Reber, Director of Business Development, ENSCO, Inc., Pueblo, CO
The rail industry faces significant challenges as it works to address a critical skills gap and an aging workforce. The 2016 Railroad Industry Modal Profile identified attracting and retaining new entrants as a top priority, especially since a large portion of the current workforce is nearing retirement age. Many young professionals remain unaware of the wide range of opportunities in rail transportation. In addition, differing preferences and expectations of younger generations make recruitment challenging. Compounding these
issues, maintaining a well-trained workforce is essential to meet the growing demands of new technologies and industry standards.
To address these challenges, the University of South Florida’s Center for Urban Transportation Research (CUTR) and the Center for Surface Transportation Testing and Academic Research (C-STTAR) have launched a Comprehensive Workforce Development Program. This initiative targets students, emerging professionals, and seasoned industry workers to create a robust and resilient talent pipeline for the rail industry.
Interns at the Transportation Technology Center gain handson experience through programs like ENSCO’s Rail Camp and the University of South Florida’s Nationwide Rail-focused Experiential Learning Internship Program.
Photos: ENSCO Rail
A Collaborative Approach to Workforce Development
The Comprehensive Workforce Development Program is supported by the C-STTAR consortium, a network of leading universities and organizations with expertise in transportation research, testing, and workforce development. These members include:
• C olorado State University Pueblo
• M ichigan Technological University
• Oregon State University
• S an Jose State University’s Mineta Transportation Institute
• University of Hawaii
• University of Nebraska–Lincoln
• E NSCO, Inc.
By combining the expertise and resources of these partners, the program offers a wide range of initiatives designed to address both immediate and long-term workforce challenges. At the heart of the program is the Transportation Technology Center (TTC) in Pueblo, Colorado, which serves as a hub for hands-on learning, technical training, and workforce development activities.
The program is expected to deliver more than 300 courses over four years, including workshops, internships, and camps. These initiatives will reach over 2,400 rail professionals and approximately 7,400 students from K–12 and university levels. In addition to supporting current professionals, the program aims to inspire younger generations, with
a focus on underserved communities, to explore careers in rail transportation.
The Role of the Transportation Technology Center (TTC)
The TTC is central to the success of this program, providing participants with opportunities to gain hands-on experience in a professional environment. TTC’s state-of-the-art facilities allow for testing and training on cutting-edge technologies, from rail safety and operations to advanced systems like virtual and augmented reality.
Programs like ENSCO’s Rail Camp, which takes place at TTC, combine practical experience with technical knowledge to inspire students and prepare professionals for emerging challenges. These efforts also address critical issues such as climate resilience and the integration of new technologies, ensuring that participants are equipped to tackle the rail industry’s most pressing needs.
The experiential knowledge gained from internships and applied research at TTC enables participants to transition seamlessly into the workforce. For current professionals, TTC offers technical courses that help workers adapt to advancements in rail technologies and grow their careers.
Preparing for a Safer, Stronger Rail Industry
Stakeholder engagement plays a key
role in shaping this program. Input from the FRA, the American Short Line and Regional Railroad Association (ASLRRA), and operating agencies ensures the program aligns with industry needs. These partnerships enhance the relevance and impact of the workforce development initiatives, fostering stronger collaboration across the rail community.
Ultimately, the program’s impact extends beyond workforce development. By ensuring rail professionals are welltrained and equipped to handle emerging challenges, it enhances system safety and reliability. The program also addresses workload imbalances and burnout, which can hinder productivity and morale. A well-prepared workforce allows rail companies to better meet current and future demands, ensuring the long-term success of the industry.
Conclusion
This CRISI program and its associated projects will enhance rail system and service performance by drawing new employees to the rail industry and ensuring existing employees are well-trained in both technical skills and leadership development. The program is designed to address areas most affected by the introduction of emerging technologies, while also preparing employees to navigate transitions into higher-level supervisory and leadership positions.
Industry professionals take part in technical skills training at the Transportation Technology Center, part of ENSCO’s Workforce Development Courses designed to address new and emerging rail technologies.
High school students from Middleton High School engage in an experiential learning program hosted by the University of South Florida, introducing them to rail industry careers.
Projects Elements by USF and C-STTAR Partners
Partner
University of South Florida
University of South Florida
University of South Florida
ENSCO, Inc.
ENSCO, Inc.
Colorado State University Pueblo
Michigan Technological University
Michigan Technological University
Michigan Technological University
San Jose State University (MTI)
Oregon State University
University of Nebraska Lincoln
University of Hawaii
In addition, the program will improve system safety, competitiveness, reliability, operational efficiency, and workforce resilience. By fostering a well-trained and readily available workforce, it helps mitigate the challenges of long-hour work shifts and workload imbalances. Employees who experience burnout may appear to keep up with demands but often face stress, tension, and declining job effectiveness. The efforts of the C-STTAR consortium
Key Projects
Rail Education and Inspiration Program for Children, Youth, and Young Adults
Nationwide Rail-focused Experiential Learning Internship Program
Deployment of Immersive Workforce Training Programs for Railway Operations and Safety Using Virtual Reality and Augmented Reality Technologies
Training Courses at TTC for Workforce Development of Passenger Railway and Shortline Professionals
Rail Camp
Railway Education for Middle Schoolers, High Schoolers, and CSU-Pueblo Students
RailStory: Using Web-based Immersive Storytelling to Attract the Next Generation of Young Women in Rail
Tracks to the Future On-Campus Program
State DOT Workshops and Midwest Rail Conference
Leadership Academy: Building the Transportation Workforce Pipeline
Planning for a Climate-Resilient Rail System by Training Existing and Investing in the Future Workforce (REIN-FORCE)
Next Generation of Railroaders: Attracting and Retaining Talent by Leveraging Emerging Technologies
Local Technical Assistance Program for Rail (LTAP-R)
and the resources provided by TTC represent a crucial step toward ensuring the rail industry’s long-term success.
For more information about the workforce development initiatives and the C-STTAR consortium, visit www.ttc-ENSCO.com. To learn more about the University of South Florida’s contributions to this program and its groundbreaking FRA grant, visit USF News.
The Railway Educational Bureau Track Resources
Design and Construction of Modern Steel Railway Bridges, Second Edition
This edition encompasses current design methods used for steel railway bridges in both SI and Imperial (US Customary) units. It discusses the planning of railway bridges and the appropriate types of bridges based on planning considerations.
BKDMSRB2 Design & Const. of Mod. Railway Bridges $220.00*
The most comprehensive collection of definitions relating to track. Over 1500 terms from antiquated forgotten slang to today's jargon. Clearly illustrated line art enhances the text.
The
Art
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Rail grinding saves millions of dollars every year! The Art and Science of Rail Grinding is the first book dedicated exclusively to the subject.
BKGRIND Rail Grinding $159.95
Development and Operation of New York's IRT and BMT
History does repeat itself. Many of these issues are brought to life by exploring examples learned from mitigating various issues and tactics used when the NYCTA assumed control of the BMT and IRT lines.
BKNYIRT Dev. & Op. of NY’s IRT and BMT
The Track Data Handbook
Reprinted by popular demand, this book is a valuable reference for roadmasters, track supervisors, track foreman, surveyors and others involved in the planning and execution of track maintenance and construction work. Fold-out diagrams. Softcover. 301 pages.
BKTDH Track Data Handbook $53.50
of
to executing large
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on active railways and rail transit systems. Topics include program set-up, Work Breakdown Structures (by Systems), Phasing and its relationship to maintenance of rail operations (and maintenance), Project Status including Earned Value Analysis and forecasting, risk management, System Safety (including FRA and FTA approaches), and Systems Integration/Systems Assurance.
The book is written and recommended for railway operating officials, as well as for Engineering Officers, and PM/CM professionals.
Railway Geotechnics covers track, track substructure, load environment, materials, mechanics, design, construction, measurements, and management. It is written primarily for professionals and graduate students.
Your Guide to Railway Signals is an excellent guide for training signal personnel especially railway cross-function managers, supervisors, and support personnel. Highquality graphics and diagrams have been used throughout. Complies with all standards and commonly used practices.
Fundamentals of Railway Track Engineering
Gain a deeper understanding of the evolution of track technology. This book presents the knowledge needed for rational design and maintenance of passenger, freight, and transit track.
BKFRTE Fundamentals of Railway Track Engineering $150.00
The
Railroad What it is, What it does
The fifth edition of The Railroad: What It Is, What it Does is even more valuable than before. Inside you’ll find a comprehensive look at how today’s railroads function—from equipment to procedures and marketing to maintenance.
BKRRNN What it is What it does $49.95
JOE DALOISIO Chairman, National Railroad Construction and Maintenance Association (NRC)
It’s Never Too Late to Commit to This New Year’s Resolution
By the time you read this, most of us will have already abandoned our New Year’s resolutions. In fact, studies show that only about nine percent of Americans who make resolutions actually keep them.
But I’ve got a resolution worth adopting at home and on the job. This management practice focuses on the importance of providing positive feedback. Sure, it is easier to see the negative – to criticize poor behaviors and omissions. And correction is a necessary part of managing employees. But giving others an ‘attaboy” or “good job” boosts morale and will help them accept criticism when it comes rather than taking it personally. According to research related to high-performing business teams, the ideal praise-to-criticism ratio is 5:1. So for every negative comment you make, you need to share five positive comments. That’s not easily done. Like any good habit, it requires intent and takes practice. I had the good fortune of delivering positive feedback to our top performers in the industry at the NRC conference in Marco Island, Florida, in early January. The award winners detailed below deserve your praise and congratulations.
Safe Contractor of the Year – Fiftythree contractors earned bragging rights for their safety performance in 2024 when they were recognized with a platinum, gold, silver, or bronze “Safe Contractor of the Year” award. Earning this award is no cakewalk. Judging is objective and rigorous across six categories: 1) Workers’ Compensation Experience Rating, 2) OSHA Work-Related Injuries and Illnesses, 3) OSHA Statistics Violations, 4) Roadway Worker Protection Training, 5) Safety Program Elements, and 6) Company Vehicle Accident Score.
Projects of the Year –These awards honor innovation, expertise, and quality project management applied towards the successful execution of a rail construction project. Kiewit Infrastructure West Co. won the Large Project of the Year award (projects more than $10 million) for its Northwest Extension Phase II Project, a 1.6-mile extension of Valley Metro’s light rail line in Phoenix. The complex project added three new light rail stations and featured a series of “firsts” for Valley Metro, including the first elevated station, a rail-only bridge over I-17, a fourstory parking garage, and a multi-modal transit center. Kiewit completed the project with zero recordable incidents. The NRC
recognized R.J. Corman Railroad Services with the Small Project of the Year award (projects less than $10 million) for its Siding Extension Double-Track Project for CSX in Wells, Maine. R.J. Corman demonstrated its experience and know-how by constructing the six-mile, materials-intensive siding between Wells and North Berwick, Maine, in a confined area with access via only three crossings. They performed work around CSX and Amtrak train operations and finished with a strong safety record.
Field Employee of the Year Award –
The NRC honored Omaha Track’s Field Crew Superintendent Greg Coleman with this prestigious award. Greg – who has worked in the industry for more than 30 years – is admired for consistently going the extra mile in everything he does, whether leading a team or managing a worksite. He is a positive example to other employees, does not take shortcuts, follows all processes, and meticulously shows immense pride and passion for his work.
Innovation in Technology and Process Award - This award recognizes innovation and unique technologies/services and/or processes, created or implemented by an NRC member company. The NRC awarded FTS Tools with the first place award for its EZ Jack Track Maintenance Tool, a 10-ton rated, battery-operated lifting jack delivering an unprecedented combination of portability, efficiency, and environmental consciousness. Its lightweight nature allows for easy transport and use across various rail work scenarios, from daily maintenance tasks to urgent lifting needs.
The second-place award went to Holland L.P., for its Argus 2.0 Track Inspector System. This portable inspection system combines track geometry with visual inspection expertise in an easily deployed universal hitch mount inspection package. Its design allows railroads and contractors to convert any available hi-rail platform with a hitch mount into an inspection vehicle.
Congratulations to all our winners! Let me encourage you to be intentional throughout this new year, recognize your teams, support staff, suppliers, and customers for contributing to your shared successes. Let’s all make 2025 a safe and successful year. “We aren’t just in this industry. We are this industry!”
LONGITUDINAL FORCES
DIRECTED INTO THE WHEEL-RAIL
Wheel/rail interaction doesn’t end at the wheel and rail. Sometimes it doesn’t even begin there. The lateral and vertical forces that affect the wheel/rail interface owe much to the design of cars and couplers — design choices that might seem ancillary to the subject, but are in fact critically important.
Consider the fundamental dynamics of a car moving through a curve. As the vehicle enters a spiral, the trucks have to pivot in order to follow the track, and the couplers have to be able to move laterally to accommodate the sometimessignificant relative motion of the cars
preceding and following it.
While freight traffic occasionally has to navigate sharp curves in yards and sidings, most mainline curves are under 10 degrees (573 ft radius). As degree of curvature increases, so does the maximum swingout, which is the offset of the centerline of the car from the centerline of the track in a curve,
Jonathan Sunde, Chief Engineer and Site Director at Strato, Inc., told attendees at Wheel Rail Seminars’ 2024 Heavy Haul conference. For example, a hypothetical car with a truck-center distance of 100 feet has a maximum swingout of 13.10 inches in a 5-degree curve, 26.23 inches in a 10-degree curve, and 79.93 inches in
by Jeff Tuzik
INTERFACE
a theoretical 30-degree curve. Of course, most cars in operation have a truck-center distance of 31 to 65 ft, Sunde said. So practical swingout distances are much lower. A 65-foot car in a 10-degree curve has maximum swingout of 5.53 inches, or 2.52 inches for a 31-foot car, Sunde said. AAR standards use a 13-degree curve to calculate maximum swingout for rightof-way clearance. This measurement informs AAR MSRP C S-2056 clearance plates (see figure 1). For standard car design, Plate B is the most significant, as it defines the car clearance envelope for unrestricted interchange access. “But clearance isn’t just about how wide or tall a car is, but how long, too,” Sunde said.
Photo Credit: Mike Yuhas
Jonathan Sunde, Chief Engineer and Site Director at Strato, Inc.
Figure 2 shows how a hypothetical car with no clearance problems in tangent track could cause clearance problems in curves by virtue of its length.
Coupler design is another factor that affects vehicle curve dynamics. Beyond plate clearance, which determines which tracks a vehicle is allowed on, vehicles must be able to couple to cars of varying lengths. “The coupler should ideally be in-line with the centerline of the track in a curve,” Sunde said. As car lengths increase, shorter couplers have more difficulty staying on the curve centerline; so longer cars tend to have longer couplers, as well. The numerous combinations of car type, coupler type, and degree of curvature can be distilled into a more digestible form as in the AAR M-1001
2.1.4.2 Eq. 1 Minimum Curve Radius
Coupled to AAR Base Car diagram (see figure 3). In this case, the chart shows acceptable car lengths (truck center) for the E60 coupler. The green to red gradient indicates how close to the allowable limit each combination is; the blue dots represent actual car/coupler designs currently in operation (the one dot that falls outside the colored band is an error in the data, Sunde said).
Figure 4 shows the same chart but includes longer couplers (E60, E67, E68, and E69) and illustrates the way longer couplers expand the acceptable range of car length/coupler type combinations. “Considering the whole range of designs, there are many cases where technically you could use an E60, but you’d be right on the edge of the limit. But if you’re within the limit, why choose one coupler
Figure 1. AAR MSRP C S-2056 Clearance Plate B.
Figure 2. A hypothetical car with no clearance problems in tangent track could cause clearance problems in curves by virtue of its length.
3. AAR M-1001 2.1.4.2 Eq. 1 Minimum Curve Radius Coupled to AAR Base Car diagram showing data for the E60 coupler.
Figure 4. The same diagram as figure 3, but showing data for multiple coupler shank lengths.
Figure
over another?” Sunde asked. One consideration is the lateral swing of the coupler; some designs can travel further before contacting the bell-mouth shoulder (the opening through which the coupler shank emerges) and, thus, better remain in the track centerline. Another, more significant, consideration is that long, light cars (such as auto racks, for example) often have end-of-car cushioning systems (EOCCs) to protect the lading, and such systems typically necessitate a longer shank coupler, he said.
Curve navigation and vehicle length play critical roles in coupler design choice, but they’re not the only factors. Long shank couplers and those with more lateral swing are more at risk of no-couple events in which a slight misalignment of 2 to 4 inches, depending on direction, causes the knuckles or guard arms to impact and bounce off each other (see figure 5). A greater misalignment can cause the couplers to completely bypass each other and impact the car body. “These kinds of impacts can do significant damage and disrupt yard operations, so it’s something for car designers to keep in mind,” Sunde said.
Couplers also mediate buff and draft forces in decelerating and accelerating train consists. Even a minor brake application can cause the coupler shanks to impact the bell-mouth shoulder with significant force. This force is also transmitted to the wheel and rail and can impart high lateral forces at the wheel/ rail interface. In severe cases, these lateral forces can cause wheel climb and gage-spreading.
Figure 6 shows a still from an animation detailing a buff failure that resulted in lateral forces high enough to cause gage rupture. In this scenario, the train consist was made up of 68 loaded auto racks and double stacks, 42 of which were equipped with EOCCs. The graph at the top shows train location and elevation, the middle chart shows coupler force in kips, and the lower chart shows coupler deflection in inches. As the train descended the grade, the trailing cars ran in, taking up all the slack and generating tremendous compressive force; with nowhere else to go, much of this force was transmitted laterally at the wheel/rail interface, causing the gage to open enough to cause a derailment, Sunde said.
Draft forces such as those caused by acceleration can cause couplers and
Figure 5. Misalignment of 2 to 4 inches can cause couplers to glance off each other.
Figure 6. Detail of in-train forces during a buff failure event.
their respective end-of-car cushioning devices that were previously compressed (under buff force) to snap back to their maximum length. This can lead to excess lateral forces if it occurs in a curve and if severe enough cause a stringlining derailment. Excess draft force acting on coupler slack can also break the coupler entirely. A train consist with many cars equipped with long couplers and EOCCs can have hundreds of feet of slack at play when moving from a compressed (buff) to uncompressed (draft) state.
Figure 7 illustrates the moment of failure in one such high-slack draft failure event. In this case, a 103-car coil steel train with 100 EOCC-equipped cars experiences a draft failure as it begins to ascend a grade after descending another. The top chart shows the consist location and elevation, the middle chart shows buff and draft forces at the coupler (in kips), and the lower chart shows coupler deflection (in inches). “As the slack runs out, the force is transmitted to cars at the rear of the train like cracking a whip,” Sunde said. This event resulted in a broken knuckle. “In this case, the knuckle was a sacrificial member that protected the other components on the train. But if this happened in a curve, the results could have been much worse.”
To minimize the risk of these kinds of buff and draft failures, the AAR MSRP has a design standard relating to the length of couplers on long cars. This defines a maximum lateral/vertical force of 0.82 for a car on a 10-degree curve under 200,000 pounds of buff and draft force. Figure 8 shows multiple examples of car types currently in operation and how they perform under the AAR standard. “This gives you an idea of the theoretical limits these cars could endure,” Sunde said.
The effects of factors like truck center distance and coupler type on forces that ultimately manifest at the wheel/rail interface shows the importance of making carefully-considered and thoroughly-tested car design decisions. Cars that operate in the North American freight environment encounter a wide range of conditions and these AAR standards provide a framework for them to do so optimally.
Jeff Tuzik is Managing Editor of Interface Journal.
This article is based on a presentation made at the Wheel Rail Interaction 2024 Heavy Haul conference.
Figure 8. Different extant car types and their L/V performance under draft (top) and buff (bottom) forces.
Figure 7. Detail of in-train forces during a draft failure event.
ALL IT’S CRACKED UP TO BE
Over time, rails can develop cracks and/or corrosion. These can lead to weakened rails if not properly addressed and maintained. For detecting these potential flaws in the rails, companies have developed technologies to inspect and identify said flaws. Preventive measures such as these listed here allow railroads to be proactive in keeping their networks safe and operational. A failure to do so can lead to disruptions, delays, and derailments. RT&S reached out to several players who offer rail flaw detection solutions to extend the life of the rails and keep operations running smoothly.
ENSCO told RT&S of its “Ultrasonic Rail Flaw System (URFS) [that] delivers advanced rail flaw detection with
Absolutely necessary, these solutions inspect, detect, and address rail flaws.
By Jennifer McLawhorn, Managing Editor
unmatched precision and reliability. Designed for deployment on hi-rail vehicles, the URFS uses innovative wheel probe technology to inspect rails for defects across their full cross-section. Each wheel probe features multiple ultrasonic probes, including zero-degree, 45-degree, and 70-degree configurations, to detect flaws in the rail head, web, and base. Side-looking probes enhance coverage for head/web separations and other critical areas. The system integrates seamlessly with advanced user interfaces, providing real-time A-Scan and B-Scan data, defect lists, and rail profile views. Field-tested over 12 months, including head-to-head comparisons, URFS consistently demonstrates superior detection accuracy. ENSCO’s proprietary Rail Defect Farm supports continuous
innovation, allowing the URFS to detect a wide range of defects such as transverse fractures, bolt hole cracks, and vertical split heads. The URFS sets a new standard in rail flaw detection, ensuring safer, more reliable railway operations.”
Wabtec’s KinetiX Inspection Technologies offers an advanced ultrasonic rail flaw detection technology. According to Wabtec, its “newest division leverages AI and expertise to optimize rail inspections. KinetiX Inspection Technologies, the newest division within Wabtec Digital Intelligence, is revolutionizing the world of ultrasonic rail flaw detection. By combining cutting-edge technology with unparalleled expertise, KinetiX is empowering rail operators to maintain the highest levels of safety and efficiency.
Photo Credit: ENSCO Rail
At the heart of KinetiX’s offering is a comprehensive suite of ultrasonic testing services and equipment. Leveraging Wabtec’s Advanced Technology Team and the power of Artificial Intelligence, KinetiX’s defect recognition software has been enhanced to provide advanced confidence level assessments. This allows operators to focus their efforts on the most critical ultrasonic indications, ensuring the highest-risk internal defects are addressed promptly.
‘These technological advancements, coupled with our highly skilled operators, enable us to deliver the most efficient and targeted rail inspections,’ said Dave Staton, General Manager. He continued, ‘By optimizing the inspection process, we help our customers maximize asset availability and reduce operational
costs, all while upholding the strictest safety standards.’ KinetiX’s commitment to innovation and excellence is evident in every aspect of its operations. From the deployment of the latest inspection equipment to the ongoing training and development of its expert team, the division is dedicated to providing the rail industry the most advanced solutions available. ‘KinetiX Inspection Technologies represents the future of rail flaw detection,’ added Staton. ‘By leveraging Wabtec’s extensive resources and expertise, KinetiX is poised to redefine the industry, setting new benchmarks for safety, efficiency, and reliability.’”
When asked about its rail flaw detection, Herzog said it “continues to set new benchmarks in rail testing technology with its innovative 8000 Series ultrasonic rail testing platform. Designed to enhance efficiency and reliability, this cutting-edge system incorporates three groundbreaking components: the Smart Probe, auto-centering, and utility bed. The Smart Probe features nextgeneration ultrasonic technology that has undergone three significant revisions, improving installation, maintenance, and data transfer. Enhanced software and an improved signal-to-noise ratio ensure cleaner, more reliable test results, simplifying operator decision-making and setting new standards for ultrasonic testing. The auto-centering system offers advanced functionality with tablet-based
controls and fully autonomous rail tracking. Seamlessly integrated with the Smart Probes, this system delivers precise testing capabilities, even under demanding conditions. Updates to the utility bed introduce modular housing for specialized equipment, enabling quick and efficient transfers to new chassis with minimal downtime. Improved cable protection and streamlined field maintenance further boost operational readiness. Herzog’s focus on innovation and continuous improvement is evident in the progress achieved over the past year. The team is targeting tandem testing readiness by the end of the year, a milestone that marks a major step forward in the evolution of the 8000 Series and reinforces Herzog’s position at the forefront of rail testing technology.
‘Our team is dedicated to advancing industry standards and overcoming critical challenges in rail flaw detection. Herzog’s significant investments reflect our commitment to pushing the boundaries of what’s possible,’ Vice President of Rail Testing Max Lafferty said. ‘Through active feedback loops with our customers and employees, we continually refine our projects to [ensure the best possible product for this work].’”
Orgo-Thermit , a Goldschmidt company, has its “own Eddy Current Measurement service which inspects the rail running surface, and more importantly, the gauge corner of the
Wabtec’s KinetiX Inspection Technologies’ defect recognition software can provide advanced confidence level assessments.
ENSCO’s Ultrasonic Rail Flaw System uses wheel probe technology to inspect rails for defects across their full cross-section.
Orgo-Thermit’s Eddy Current Measurement Service inspects the rail running surface and the gauge corner of the rail for instances of rolling contact fatigue (RCF).
rail for instances of rolling contact fatigue (RCF) damage. [Its] technology encompasses both an onboard train mounted system designed for continuous recording during revenue service hours as well as a manual operated trolley with eight probes strategically located to identify underlying conditions of defect prone areas of the rail surface. The Eddy Current method is based on the principle of generating circular electrical currents in a conductive material. These electrical currents are able to identify abnormalities in the rail surface and can indicate the depth of surface defects, such as head checks, up to 0.106 inches (2.7 mm). By identifying the scope of the RCF, customers will be better informed to take preventive actions such as either rail grinding or rail replacement in
extreme cases.”
Orgo-Thermit told RT&S that it has been “using this technology to support our grind-
PREVENTIVE MEASURES IN RAIL FLAW DETECTION ALLOW RAILROADS TO BE PROACTIVE IN KEEPING THEIR NETWORKS SAFE AND OPERATIONAL.
ing services on a number of Transit agencies. By performing a scan prior to grinding it
allows us to identify the depth of RCF. This in turn has allowed us to then put together a grinding plan to address those areas with more significant RCF knowing the exact depth of the RCF and how much material to remove. This also allows us to know which areas of track do not require grinding. By offering this level of comprehensive service it offers two benefits to the customer. First, it allows us to knowingly remove the RCF from the track based on the measurements but just as importantly we know where not to grind which means that the rail is not being ground unnecessarily. As we continue to perform this analysis on an annual basis it will allow us to develop an in-depth analysis and understanding of the development of RCF of the customer’s track and how to develop a comprehensive grinding strategy.”
Photo Credit: Orgo-Thermit
TOGETHER ALL TIED
Planning, installing, and treating ties are all part of essential maintenance for railroads.
By Jennifer McLawhorn, Managing Editor
Omaha Track processes over three million ties annually across the United States.
Made of wood, concrete, or other material, railroad ties provide structural support for rail and track infrastructure. Because they provide this support and help to maintain proper track alignment, it is necessary for railroads to address how to handle ties. Over time, ties, like many other elements of track infrastructure, can degrade due to weather and general wear and tear. In our October 2024 issue, we concentrated on general crossties. Now, Railway Track & Structures is bringing the supplier industry’s contributions in this area of track maintenance involving tie handling, plugging, and replacement to the forefront.
Using data scans from Aurora to identify which ties are most in need of replacement, Loram Technologies tells RT&S it “works with customers to build a replacement plan based on current tie condition and budget allocation. With this finalized plan, an automated tie marking system marks each tie planned for replacement and the Tie Set Out team places new ties at the point of use by the marked tie. This eliminates the need for someone to walk the track and physically mark where to set out ties ahead of a tie distribution
team. The Tie Set Out Software allows users to know exactly where to set out ties and how many are required for each drop as the team travels along the track, as well as making any edits needed to the tie count. The result is ties that are much closer to where they need to be
MADE OF WOOD, CONCRETE, OR OTHER MATERIAL, RAILROAD TIES PROVIDE STRUCTURAL SUPPORT FOR RAIL AND TRACK
INFRASTRUCTURE AND HELP TO MAINTAIN PROPER TRACK ALIGNMENT.
installed, increasing productivity for the tie replacement teams as less time is spent moving ties along the track to the appropriate install locations. Loram Technologies collects data on thousands
WVCO Railroad Solutions’ SpikeFast® ES-50 is a dual-component, non-foam 100% solid polyurethane product that is easy to apply.
of miles annually. This information and the use of the software effectively and safely helps increase tie life and reduce fouling conditions.”
Founded on the principles of sustainability, Omaha Track (OT) “is a family-owned company with over four decades of experience in repurposed railroad ties. OT’s operations have expanded to include terminal services, equipment, and rail services. Omaha Track processes over three million ties annually across the United States; about half of which are repurposed and sold.” OT told RT&S its “high-quality ties are graded, bundled, and resold for landscaping applications, while lowerquality ties are chipped for alternative energy uses, such as co-generation fuel for power plants and the cement industry. Omaha Track’s tie processing facilities are strategically located at sites across the United States, allowing OT to recover and process ties from railroad partners and serve customers and retailers nationwide.”
For WVCO Railroad Solutions , “extending the life of a wood railroad tie is a crucial cost saver for railroad companies. WVCO Railroad Solutions’ SpikeFast® ES-50 is the proven solution
for tie remediation, anchoring spikes with comparable strength to un-spiked hardwood ties, providing exceptional holding power to mitigate gauge issues. Used by Class 1 railroads, short line railroads and contractors, SpikeFast® ES-50 is a dual-component, non-foam 100% solid polyurethane product, easy to apply with minimal equipment maintenance and clean up. Its quick cure time allows for high production rate, delivering excellent gauge holding and dynamic rail roll over for existing crossties. SpikeFast® ES-50 is dispensed from hand-held canisters, or 200-gallon returnable steel totes through a uniquely designed, pressure/ temperature-controlled meter.”
“QNAP® copper naphthenate is an American-made, general use preservative for pressure treating crossties and bridge ties. QNAP-treated ties are the safest, longest lasting, and most sustainable ties available in the industry today. Testing conducted by the USDA Forest Product Laboratory on ties treated with copper naphthenate demonstrated an
estimated service life of over 65 years. QNAP-treated ties also have the most options for their further use at the end of life, from fencing and residential landscaping to serving as fuel for
permitted boilers. Under the EPA’s Nonhazardous Secondary Material rule, only QNAP-treated ties can be used in any boiler covered by the rule, and only QNAP-treated ties are allowed as boiler
The Railway Educational Bureau Federal Regulations
Track Safety Standards Subparts A-F
Safety Standards, contains the Track Safety Standards, Subparts A-F, for Classes of track 1-5. The standards cover general information, Roadbed, Track Geometry, Track Structure, Track Appliances and Track-Related Devices, and Inspection. Includes Defect Codes. Updated December 28, 2023
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Bridge Safety Standards
FRA Part 237 establishes Federal safety requirements for railroad bridges. This rule requires track owners to implement bridge management programs, which include annual inspections of railroad bridges, and to audit the programs. Part 237 also requires track owners to know the safe load capacity of bridges and to conduct special inspections if the weather or other conditions warrant such inspections. Updated December 28, 2023
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This reprint includes the FRA's Railroad Workplace Safety Standards addressing roadway workers and their work environments. These laws cover such things as: personal protective equipment, fall protection, and scaffolding for bridgeworkers; and training issues. Also includes safety standards for on-track roadway vehicles. Updated December 28, 2023
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Graphic of the SpikeFast® ES-50.
fuel with creosote-treated ties.” Nisus Corporation says, “QNAP is not a skin sensitizer and its cleaner handling characteristics mean that crews face less risk of skin irritation when handling treated ties. A non-conductive and noncorrosive formula, QNAP results in less drippage in use, a particularly important aspect for environmentally sensitive bridges over pedestrian walkways, roads, and waterways.” For wood preservation, this solution offers a “longer lifespan, cleaner handling characteristics, lower environmental impact, [and] increased cost efficiency.”
These tie handling, remediation, and repurposing advancements demonstrate the industry’s ongoing commitment to improving efficiency and railroad network reliability. The solutions shown here address a number of priorities to keep in mind when working on railroad ties, from tie placement to tie degradation. Loram Technologies, Omaha Track, WVCO Railroad Solutions, and Nisus Corporation offer their own solutions as answers to a growing need in track infrastructure maintenance.
Photo Credit: Loram Technologies
Loram Technologies’ Tie Set Out Software lets users know exactly where to set out ties and how many are required for each drop.
RAILWAY TRACK AND STRUCTURES
RAIL GROUP NEWS brings you a daily round-up of news stories from Railway Age, RT&S, and IRJ. This email newsletter offers North American and global news and analysis of the freight and passenger markets. From developments in rail technology, operations, and strategic planning to legislative issues and engineering news, we’ve got you covered.
Message From The President
BILL RIEHL AREMA President 2024-2025
Welcome to the new year! January is the exciting new chapter following December’s hectic yearend crush of project closeouts, holidays, and vacations crammed into the last few days of the year. In addition to kick-off training, project start-ups, and all of the other tasks that make January exciting, there are the New Year Resolutions. They come in all sizes and shapes. While some wither and die within the first week of the new year, others grow legs and lead to a lifestyle change. In this second category, I would like to see all of us resolve to become more active in AREMA.
Volunteers are the lifeblood of AREMA, and all our involvement is critical to the success of AREMA’s mission in the development and advancement of knowledge and practices for the design, construction and maintenance of railway infrastructure. From the frontline supervisor to senior engineering officer, it is our diverse experience that is the foundation of AREMA’s recommended practice and education offerings. Through active participation, we touch many areas:
First and foremost is the development of AREMA’s Recommended Practices. Our members’ voluntary contributions to the Technical Committees are the foundation on which the Manual for Railway Engineering, Communications & Signal Manual , and the other publications are built. Second, is the delivery of knowledge based on these recommended practices. Behind every conference and
seminar is a cadre of dedicated volunteers planning, organizing, developing content, and presenting these events. Their efforts ensure the events’ success and relevance to the industry.
Equally important is the networking and mentorship that comes with working with your peers on projects beyond your company’s interests. Our volunteers foster connections among professionals at all stages of their careers. This happens organically through involvement in committee meetings to participation at the Annual Conference & Expo. Additionally, formal programs such as mentoring, student chapters, and young professional events support the next generation of railway engineers and contribute to workforce development. Again, the success of these programs is directly tied to the efforts of the volunteers who make them happen.
So why do we volunteer and add to our already busy schedules? If you are like me, you like the professional development that comes from working with your peers and the networking that accompanies it. As I have written in the past, I firmly believe that a large portion of my professional growth is a direct result of being active in committee work. That said, there are other parallel benefits such as the leadership experience that comes from guiding a team of industry partners to complete a subcommittee assignment. Yes, I know arguing over wording is tedious at times but the satisfaction of leading beyond that is worth it.
Involvement in the association and committee work also provides handson experience with cutting-edge railway engineering practices and technologies. You have direct access to outside expertise as you engage with industry experts and gain insights into the latest trends and challenges in railway engineering. Of course, this experience can lead to further recognition within the industry as you work with your peers and become part of their problem-solving network. Ultimately, you can capitalize on this in your resume. Specifically, being an active AREMA volunteer demonstrates commitment to the profession which can set you apart in the job market.
So, if you are not very active, how do
you take the first step? Likewise, if you are already active, how do you build on that involvement? I think the answer to both questions is to look at your colleagues and see how they are engaged. Talk to them. If what they are doing interests you, join them for a meeting or event. If you find it interesting, talk to the leadership there and get their ideas on how you can join in and help. Here are a few other suggestions.
First, to borrow from Senior Vice President Specht, look around to see who is not in the room. With a membership of just 5,800 in an industry this large, there are a lot of our peers who are not involved in the association. We need them. We need their ideas and experience to make our recommended practices and education offerings better. So, talk to your friends and colleagues, share your experiences and explain how their involvement can be beneficial for the organization and professionally rewarding.
Second, consider growing your committee participation. Obviously, the committees that have manual parts have a significant workload for maintaining that material. There is always room for fresh ideas on how to keep this material current and relevant. However, in addition to manual parts, all of the committees also have an educational mission. This requires content development and presenters. So, if you have a passion about a topic but exchanging views on manual language is not your thing, there are many other ways to serve on a committee.
Finally, in addition to the technical committees, there are eight standing committees. Some of these have a very narrow focus, such as the Nominating Committees. Others such as Membership and Engagement are fairly broad in their scope. These two committees in particular are critical to the future growth of our membership and are excellent avenues for involvement outside of the technical committee structure.
In closing, I hope all of you have a solid list of New Year Resolutions and the perseverance to make them successful. I just ask that you consider your AREMA involvement in that list.
Happy New Year!
FYI
Register before January 10 to receive discounted rates for the AREMA 2025 Railroad Bridge Symposium, taking place February 4-6 in Fort Worth, TX. Reserve your seat and get involved today by exploring sponsorship opportunities to help support supervisors and engineers as they share the latest advancements in railroad bridge structures. For more details, visit www.rbs25.arema.org.
Booth and sponsorship sales for the AREMA 2025 Annual Conference & Expo are now open. Gain recognition at this key industry event in Indianapolis, IN, September 14-17. For details and to secure your spot, visit: conferenc.arema.org.
Unlock the essential resource for designing steel railroad bridges with
2025 MEETINGS
JANUARY 16
Committee 12 - Rail Transit Virtual Meeting
JANUARY 23-24
Committee 8 - Concrete Structures & Foundations Las Vegas, NV
FEBRUARY 3-4
Committee 15 - Steel Structures Fort Worth, TX
FEBRUARY 4
Committee 9 - Seismic Design for Railway Structures Fort Worth, TX
FEBRUARY 6-7
Committee 7 - Timber Structures Fort Worth, TX
FEBRUARY 7
Committee 28 - Clearances Fort Worth, TX
FEBRUARY 28 -MARCH 1
Committee 24 - Education & Professional Development Jacksonville, FL
the AREMA/NSBA Guidelines for the Design of Steel Railroad Bridges for Constructability and Fabrication. This comprehensive guide offers insights on cross-section types, corrosion protection, and construction techniques to enhance constructability, all while complementing the Manual for Railway Engineering. Download it for free at www.arema.org to streamline your design process and improve project outcomes.
Download the AREMA 365 App for essential rail resources and networking opportunities. Easy access to news, events, and educational materials lets you stay informed and connected to the industry. Download it today by searching for AREMA in your phone’s app store.
If you’re looking for a podcast to binge,
UPCOMING
MARCH 4
listen to AREMA’s Platform Chats. It features guests from every aspect of the railway industry. Catch up on all four seasons available on all your favorite listening services today.
Leverage the power of your trusted association’s Railway Careers Network to tap into a talent pool of job candidates with the training and education needed for long-term success. Visit www.arema.org/careers to post your job today.
CONNECT WITH AREMA ON SOCIAL MEDIA: NOT AN AREMA MEMBER? JOIN TODAY AT WWW.AREMA.ORG
COMMITTEE MEETINGS
APRIL 29
Committee 4 - Rail Jacksonville, FL
WEEK OF MARCH 4
Committee 39 - Positive Train Control TBD
MARCH 20
Committee 12 - Rail Transit Virtual Meeting
APRIL 17
Committee 12 - Rail Transit Virtual Meeting
APRIL 27-29
Committee 11 - Commuter & Intercity Rail Systems Seattle, WA
APRIL 27-29
Committee 17 - High Speed Rail Systems Seattle, WA
Join a technical committee
Committee 30 - Ties and Fasteners Pueblo, CO
APRIL/MAY
Committee 14 - Yards & Terminals Philadelphia, PA
MAY 5-7
Committee 5 - Track Seattle, WA
MAY 13-14
Committee 15 - Steel Structures Lafayette, IN
MAY 15
Committee 12 - Rail Transit Virtual Meeting
MAY 20
Committtee 9 - Seismic Design for Railway Structures Chicago, IL
Joining a technical committee is the starting point for involvement in the Association and an opportunity for lifelong growth in the industry. AREMA has 30 technical committees covering a broad spectrum of railway engineering specialties. Build your network of contacts, sharpen your leadership skills, learn from other members and maximize your membership investment. If you’re interested in joining a technical committee or sitting in on a meeting as a guest, please contact Alayne Bell at abell@arema.org.
For a complete list of all committee meetings, visit www.arema.org.
PROFESSIONAL DEVELOPMENT
Get PDHs at your Own Pace with AREMA’s On Demand Education
Access to important professional development content is just a few clicks away with AREMA Education. Our On-Demand content spans many disciplines of PDH accredited courses that allow you to get your PDHs by learning from experts online without leaving your office.
BENEFITS OF LEARNING ONLINE
1. LEARN MORE
Studies show that participants learn more while taking OnDemand courses as you can skim through the material you understand and take more time in the more challenging areas.
2. GET INSTANT ACCESS
With AREMA On-Demand courses, you don’t have to wait to learn and get your PDHs as they’re available instantly after purchase.
3. CONVENIENT AND FLEXIBLE
Above all things, On-Demand education is meant to take at your own pace and on your time. Study from anywhere in the world, whether from your office or the convenience of your sofa.
4. COURSE VARIETY
AREMA On-Demand education offers a wide variety of topics for all studies of the railway engineering community.
Register and Start Learning today at www.arema.org.
BECOME A MEMBER AND SAVE
Not an AREMA member? Join today at www.arema.org and get discounts on all AREMA Educational Offerings, from Virtual Conferences to our Webinars.
Pathways to Success:
Tips from AREMA’s Committee Chairs
AREMA asked some of our former and current Committe Chairs the question*: What advice would you give to someone who is trying to pursue a career in the railway industry? As we begin a new year, we would like to reflect on their advice.
JOSEPH M. PRZYBYLOWICZ, Manager Work Equipment II, CSX –former Chair Maintenance of Way Work Equipment (November 2020 Chair Spotlight) [T]he railroad is an ever expanding and growing industry and a great place to start a career, especially for veterans.
Know what field you want to go into (as there are many different fields on the railroad), be very open to travel up to 100% of the time based on which field you are looking at, be willing to move,
and I highly recommend to have your resume professionally written.
That last part with the resume I can speak personally on. When I was leaving the Navy, I knew I had a lot to offer but found that I needed my Navy experience translated into Railroad language. My first written attempts, which I thought anyone could understand, turned out that nobody could understand unless they were in the Navy. Needless to say, my phone never rang for an interview. Once I gave in (under the advice of the friend who put me onto the railroad) and had it written professionally, the investment paid off in dividends.
MARK W. SHAFER, PE, Alternate Delivery Manager, Ames Construction, Inc. – former
Chair Structures Maintenance & Construction
(June 2022 Chair Spotlight)
I would encourage them to get involved in AREMA early (there are many student chapters now!) and to use that to develop relationships and learn about the industry. I would also say to take a step back and look at the huge variety of ways you can be involved and focus on getting your start. And once you start, never stop learning and certainly don’t allow yourself to stagnate. Seek out the next opportunity even if it’s not what you thought you would be doing 5, 10, or 20 years ago! And, if you’re doing it right, you will never know everything about everything and that is ok. Lean on your peers, your fellow railroaders, and soak it all up.
MICHAEL K. COUSE,
Roadway Worker
Protection
Services
(Retired), Twin Cities & Western Railroad – former Chair
Economics of Railway Engineering & Operations (May 2021 Chair Spotlight)
• C ontinually develop and maintain a network of those within and outside your chosen field such as other railroaders, clients and suppliers, and others supporting your work. Most railway industry functions are interrelated and cannot exist nor prosper without the input and cooperation of others. Internal and external networking is a critical activity in the industry.
• A sk questions. Most railroaders and others in our industry are very willing to share their knowledge and experiences with those who want to gain knowledge.
• R ailways are built on traditions but are continually making significant changes and improvements throughout their businesses. Make sure you keep current on the technological and
other changes that are occurring and moving the industry forward. Be a part of this movement.
• A ccept challenges willingly and execute them to the best of your ability.
JOHN G. GREEN, PhD, PE, Lecturer and Researcher, California State University-Fresno – Chair Education & Professional Development
(March 2023 Chair Spotlight)
Be open to relocation and non-traditional working hours, listen patiently to advice freely given whether or not you agree with it, and be open to learning anywhere at any time – some of the best engineering wisdom I have gained did not come from a professor in a classroom, but came from workers on jobsites.
*Some comments have been edited from their original format
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