RTS March 2024

Tamping Technology

The Plasser heavy-duty, high speed, continuous action switch and production track tamping machine 09-2X DYNACAT is capable of tamping one or two ties at a time with an integrated dynamic track stabilizer. Tamping and lifting units are mounted on a separate satellite frame attached to the main frame. While the satellite indexes two ties during the actual work process (lifting, lining, cross-leveling, and tamping), the machine’s main frame with stabilizer system moves smoothly and continuously. Equipped with AGGS, ATLAS, PLC CAN bus control system, and it‘s unique design and construction allows the 09-2X DYNACAT to achieve production rates of up to 4,200 feet per hour.

PERPETUAL MOTION MOVES THE WORLD. PERPETUAL INNOVATION DRIVES THE FUTURE.

At Norfolk Southern, our wheels are always turning.

We’re enhancing intermodal operations to create greater supply chain transparency. We’re leveraging cu ing-edge technology to move freight more e ciently than ever before. And we’re building on our foundation of safety, productivity, and growth every day.

It’s all part of our commitment to improvement and innovation. We are driven to deliver more to our customers so they can deliver more to theirs.

NorfolkSouthern.com

Vol. 120, No. 3

Print ISSN # 0033-9016, Digital ISSN # 2160-2514

EDITORIAL OFFICES

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Woodstock, GA 30189

Telephone (470) 865-0933

Website www.rtands.com

DAVID C. LESTER

Editor-in-Chief dlester@sbpub.com

JENNIFER M c LAWHORN

Managing Editor jmclawhorn@sbpub.com

EDITORIAL BOARD

David Clarke, University of Tennessee

Brad Kerchof, formerly Norfolk Southern

William Riehl, Genesee & Wyoming/AREMA

Scott Sandoval, Genesee & Wyoming

Robert Tuzik, Talus Associates

Gary Wolf, Wolf Railway Consulting

CORPORATE OFFICES

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Telephone (212) 620-7200

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

Will We Ever Learn?

Iwas surprised and disappointed to see that another so-called “activist” investor has set its sights on Norfolk Southern. The past several years have seen significant upheaval in the rail industry caused by “precision scheduled railroading.” This approach to railroading, for those that chose to adopt it, resulted in significant strife between labor and management and other challenges. According to a 2022 Government Accounting Office report, the major tenets of PSR are: “(1) reductions in staff, (2) longer trains, and (3) reductions in assets such as locomotives. For example, the overall number of staff among the seven [six] largest freight railroads (known as Class Is) decreased by about 28 percent from 2011 through 2021.”

From a shipper’s standpoint, the picture was not rosy, either. e GAO report added that “freight rail customers GAO interviewed identi ed concerns such as reduced frequency and reliability of service, and increased fees. For example, rail customers stated that unreliable service can have signi cant e ects, causing production shutdowns and higher costs.”

I don’t have room in this brief column to discuss all the pitfalls of PSR – in my view, it’s simply a ploy to drive the short-term price of the stock up to a point where the “activist” investors will sell their stock and walk off with a pile of money and not give a damn about the railroad. True investors are interested in the longterm value of their investment and want senior management to consider all of the stakeholders in the company – customers, employees, the communities in which they operate, and shareholder value. A railroad with equipment and personnel shortages, and bad customer service is not going to achieve long-term value.

On the other hand, I understand why true activist investors exist and are in business. ere are legitimate situations where a publicly owned company is not managed well, and the responsibility for this rests with senior management. A real activist investor can come in and bring vast improvements to the company that will bene t all stakeholders. is is not the case with Norfolk Southern.

Any significant criticism of Alan Shaw must be muted because of the responsibility for managing NS’s response to the East Palestine incident

rested squarely on his shoulders. The amount of work and money that was spent by the railroad for remediation in East Palestine was tremendous, and Alan spent considerable time on the ground in Ohio. I’ve written before, and maintain, that NS has done nearly everything possible to help East Palestine and its people through this crisis.

I believe it is shameful for this the “activist” investor to say that Norfolk Southern has been “tone deaf” in its response to the East Palestine disaster. Alan had not been in the CEO chair long enough for it to get warm when the accident occurred, and as I said before, the NS response to rebuilding the community and strengthening its residents has been very strong. I’d like to see how some of the other esteemed individuals involved in the e ort to oust Alan would have performed under the same circumstances.

We’ve been through several years where every Class I railroad officer, except for those at BNSF, has walked around with a sign that says “shareholder value” plastered to their foreheads. In my interviews with some executives over the years, I’ve asked them what’s the first thing they think of when they wake up in the morning, and I received responses like “I hope everyone is safe on the railroad today,” or “I hope we provide improved customer service today,” or something like that. During the PSR era, I asked another executive the same thing, and was told “Need to increase shareholder value.” I nearly threw up. As has been demonstrated, focusing exclusively on “shareholder value” is a road to industry dystopia.

We must remember the real stakeholders in the railroad industry: customers, employees, communities, and shareholders. The railroad industry is not a gambling casino. It’s not a place where you walk in for a short period of time and come out with bags of money, leaving the industry in shambles. It is a vital part of our national and world economy and should be treated with discipline and respect. Real investors know this. Let’s don’t get back on the PSR merry-go-round.

DAVID C. LESTER Editor-in-Chief

JOE DALOISIO Chairman, National Railroad Construction and Maintenance Association (NRC)

ERIKA BRUHNKE NRC Safety Chairperson, Chief Sales/Growth Officer with RailPros.

The NRC is tackling a relevant but atypical training issue with the introduction of its 30th annual safety video. Entitled “Communications Across Generations,” this 20-minute video addresses a timely topic that impacts safety, productivity, and job satisfaction not just on railways but in nearly every workplace.

As the father of three high school-collegeaged kids, I have rsthand experience with what is known as the “generation gap.” at expression – popularized in the 1960s – describes the chasm that separates two di erent generations because of their di erent experiences, opinions, habits, behaviors, and outlooks. Take it from me, discussions at our house can be rather lively with just two generations.

Consider the challenge of managing today’s multigenerational workforce. For the rst time in history, there are ve generations in the workplace: 1) Traditionalists (born 1925 to

The Challenge of Communicating Across the Generations

1945), 2) Baby Boomers (born 1946 to 1964), 3) Generation X (born 1965 to 1980), 4) Millennials (born 1981 to 2000), and 5) Generation Z (born 2001 to 2020).

Multiple workplace studies have found that most employees consider generational diversity as something positive. At the same time, most employees also believe a multigenerational workplace can lead to con ict.

“Challenges can arise when it comes to communications styles, work practices, collaboration and expectations,” explained Safety Committee Chairperson Erika Bruhnke when introducing NRC safety video No. 30 at the annual conference in Scottsdale in January. “We landed on this topic because creating an environment where all generations can work together harmoniously can be di cult.”

NRC Safety Chairperson Erika Bruhnke introduced the thirtieth safety training video entitled “Communications Across Generations” at the NRC’s annual conference in January. Ms. Bruhnke also serves as Chief Sales/Growth O cer with RailPros.

Last year’s video, No. 29 – “Mental Health in the Workplace” – addresses the well-known process of tness for duty to approach the mental health considerations. Video No. 30 falls under the same umbrella of social health. It delves into our generational di erences and how to communicate with each other to establish a common ground.

Ms. Bruhnke acknowledged that all of us can cite some negative generational characteristics on the job. e video will help generate awareness of those stereotypes and encourage

employees to instead strive for authentic conversations with each other that foster inclusive decisions.

“We know from all our other safety training that work teams that have trust in each other are safer and more productive. e video emphasizes the need to listen and learn from each other, nd common ground, and strive for shared goals,” noted Ms. Bruhnke.

All 30 of the NRC’s safety videos – covering everything from hand tools, work practices, fatigue and fall protection to material handling – are available to members on our website.

e NRC funds the videos and other safety training resources, in part, through our annual Railroad Equipment Auction. anks to everyone for your support of the NRC’s 20th annual auction in Little Rock, Arkansas, on May 2 and online through May 6. We hope you will join us for all of the festivities, beginning with a happy hour on May 1 at the home of the Travelers, Little Rock’s minor league baseball team.

Sellers and consigners, please contact us for more details and assistance. Note that you are not required to transport equipment to the auction site. Buyers, be sure to register in advance whether you are attending in person or online. Please refer to the NRC website for all of the details.

“Building a Safer and Stronger Railway Construction Industry Together!”

NRC Safety Chairperson Erika Bruhnke introduced the thirtieth safety training video entitled “Communications Across Generations” at the NRC’s annual conference in January. Ms. Bruhnke also serves as Chief Sales/ Growth O cer with RailPros.

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AI and What It Means for the Rail Industry

The Advantages and Limitations of AI in Rail

Matthew Dick, P.E., Chief of Strategy & Development, ENSCO, Inc., Pueblo, CO

Serkan Sandikcioglu, AI ML Business Area Lead, ENSCO, Inc., Charlottesville, VA

Arti cial Intelligence (AI) has recently experienced a signi cant leap forward. AI, a broad term encompassing so ware tasked with performing various functions, may either replicate tasks historically done by humans or pioneer new territories. Machine Learning (ML) is closely intertwined with AI, employing so ware and mathematical techniques to process analytical data, with “algorithms” being a primary function of ML. is article will delve into what AI entails and its implications for the rail industry.

What are Algorithms?

Machine Learning, existing for decades, manifests in various forms, with neural networks currently at the forefront. Operating akin to human brains, neural networks necessitate training data with de ned inputs and outputs. For instance, a dataset featuring animal photographs labeled as “cat,” “dog,” “goat,” etc., serves as training data. Both human children and neural networks learn by associating images with their labels. Once trained, the model identi es the type of animal in unseen pictures.

However, there are a few important items to keep in mind. Firstly, neural networks achieve higher accuracy with extensive training data. Secondly, they struggle when tasked beyond their training data parameters. For example, if presented with a photograph of an elephant, the algorithm would struggle as

elephants weren’t part of the training data. us, broad and exhaustive training data is imperative for optimal performance.

One of the leading AI companies, OpenAI, developed ChatGPT, a Large Language Model (LLM) specializing in generating written text from prompts. Prompts are the request to the AI tool that triggers it to create an output. For example, giving ChatGPT the prompt “Please generate a checklist of safety inspection items that should be inspected for on a hi-rail vehicle”, will result in ChatGPT generating an impressive, but maybe not 100% accurate hi-rail safety inspection checklist. Prompt Engineering refers to best practice of e ective prompts. Apart from ChatGPT, other LLMs like Microso ’s Azure, Google’s Bard, and Meta’s Llama, alongside text-to-image and text-to-video AI tools such as Midjourney, DALL-E, Stable Di usion, and Sora, have gained popularity for their impressive outputs.

Why is AI Big Now?

Machine learning, neural networks, and algorithms have all been in existence for decades.

Why is AI now seemingly skyrocketing, with new companies and tools emerging each month? Several culminating factors are at play, enabling today’s expanding AI.

Firstly, there are astronomically large training datasets. e amount of written text, images, and videos available on the internet has exploded over the past few decades, with social media being one of the largest drivers of this growth. All the AI tools mentioned above utilize vast amounts of data obtained from the internet via public sources and licensed use.

e second factor is the openly shared ML techniques. An interesting aspect of the growth of machine learning is its roots in academic research, where openly sharing research results is the norm through published papers and open-source so ware. is has dramatically accelerated the evolution of

Figure 1. Example AI generated image using Midjourney v6.

machine learning.

Lastly, the ability to store and process all this data is a crucial factor. Cloud storage and computing have experienced dramatic growth recently, enabling lower costs and higher performance. Additionally, Graphic Processing Units (GPUs) have become faster and cheaper. GPUs are o en used with AI because they excel at performing numerous simple calculations concurrently. A modern GPU can handle ten thousand simple calculations concurrently, whereas a modern CPU may only be able to handle a few.

In summary, today’s AI expansion is the culmination of vast amounts of data, freely shared ML techniques, and low-cost, ample cloud storage, and GPU-driven processing.

Limitations of AI

As previously mentioned, a key aspect of a well-performing AI tool is having broad

and exhaustive training data. While all the aforementioned AI tools are progressively improving with each new release, there are still situations where they exhibit limitation and inaccuracies. ese AI errors are o en referred to as “hallucinations,” where the AI tool con dently provides an incorrect answer. An example would be an LLM citing a reference that doesn’t exist or an AI-generated image with an incorrect number of ngers for a person. With these hallucinations, a human expert still needs to be in the loop to identify and ensure that these errors are not incorporated into the nal product. Generally, AI tools are more prone to hallucinations when they lack su cient training data.

For the rail industry, much of its information is not publicly available or is obscure. For example, there are several orders of magnitude more Calico cats’ photographs on the internet than there are of No. 20 turnouts. is

means that there was more training data for cat photos than turnout photos, resulting in a relatively poorer AI tool for railway applications and more prone to hallucinations.

Lastly, there are legal considerations. Because the AI tools utilize training data from other sources, it has raised the question, “who owns the output?” ere is no clear answer, and each AI tool provides its own usage disclaimers, ranging from the outputs being publicly owned to the prompter being the owner. For any user of AI tools, it is important to understand the tool’s ownership stance and adhere accordingly.

AI in the Rail Industry

e recent AI tools leveraging publicly available data are poised to have a signi cant impact on industries such as entertainment, art, legal, and news. But what about the rail industry? ese AI tools have already assumed

Figure 2. Example V/TI Monitor Cluster exception that contains a combination of multiple exception types.[2]

PRESENTING SPONSOR FOR RAIL TRANSIT

The Educational Railroading Conference Leader Since 1994

29th ANNUAL WHEEL RAIL INTERACTION CONFERENCE

PRESENTING SPONSOR FOR HEAVY HAUL

COMING TO CHICAGO, IL - MAY 21-24, 2024

The Rail Transit Seminar is devoted to examining wheel/rail, vehicle/ track interaction on rail transit systems. This cross-disciplinary seminar includes presentations from experts in vehicle/track dynamics, noise and vibration, vehicle/track design and maintenance, friction management, and State of Good Repair. Join a unique group of transit professionals, researchers and suppliers at this seminar to examine recent developments in research and technology, to participate in lively discussion and gain a better understanding of the complex interaction at the rail transit wheel/rail interface. Sample topics include:

•Rail Grinding/Rail Milling

•Wheel/Rail Interface Studies for Vehicle Procurement

•Practical Implementation of Friction Management Systems

The Principles of Wheel/ Rail Interaction Course is an intensive, full-day course that provides fundamental coverage of the primary aspects of wheel/ rail, vehicle/track interaction. Drawing from both theory and practical application, the course covers contact mechanics, track geometry, vehicle suspension systems, vehicle/track dynamics, wheel/rail profile design, friction management, measurement technologies and more—all the elements that are required to promote a more complete understanding of vehicle/track dynamics and wheel/rail interaction. Typical topics include:

•Wheel-Rail Contact Mechanics

•Track Structures, Components and Geometry

•Vehicle Types, Suspensions and Components

•Vehicle-Track Measurement Technologies

The Heavy Haul Seminar is devoted to examining wheel/rail, vehicle/track interaction on rail freight and sharedtrack passenger systems. The Seminar brings together track and mechanical users, researchers and suppliers in a positive, educational setting like no other in the industry. Information on where and how the latest technology is being used to improve wheel/rail interaction and overall performance on freight and passenger railways is presented by some of the best minds in railroading. Information is presented through a combination of seminar sessions, panel discussions, dedicated Q&A periods and “InfoZone” sessions. Sample Heavy Haul topics include:

•Lessons Learned from Derailment Investigations

•Reducing Rail Surface Defects through Rail Grinding

•Managing Longitudinal Forces Transmitted into the Rail

•Validating Effective Friction Management in Heavy Haul

Figure 3. Effect of implementing the V/TI Monitor Cluster algorithm on reducing derailments.[2]

an assistant role for many railway professionals, facilitating tasks like proofreading paragraphs or transferring information from PDFs to Excel sheets. Like numerous other industries, the rail sector stands to gain the greatest value from AI tools when its own proprietary data is utilized as training data. Organizations are already exploring in-house versions of AI tools for this purpose. Additionally, the mantra of “Big Data” remains more relevant than ever, with railways prioritizing the retention and storage of data for future AI applications. An application of AI tools likely to impact the rail industry is Robotic Process Automation (RPA), which applies AI automation to o ce and IT routine tasks.

ML algorithms are versatile and can be applied to various data types, not limited to text and photographs. It can be applied to track geometry data, locomotive event recorder data, train control log les, etc.… An example of this was discussed in the RT&S March 2023 issue where AI was used to predict future track geometry data.[1] is type of AI is particularly useful for the rail industry for decisionsupport through data analytics. One of the rst examples of this was the V/TI Monitor Cluster algorithm. When V/TI Monitors were rst deployed, they generated a lot of data, much of which was low-level, non-actionable data. is data was stored for years until the question got asked, “what V/TI data existed at a track-caused derailment site before the derailment?” Leveraging the mountains of V/TI data, that question was answered. In many instances, there was repeated, low-level V/TI activity prior to a derailment occurring as shown in Figure 2.[2] A ML algorithm was built and deployed to identify this pattern and report it to eld personnel. In the AREMA paper “V/TI Monitor Cluster Analysis and Implementation”, it was discovered that a er the V/TI Cluster exceptions were deployed to eld personnel to act on, there was a signi cant decrease in track caused derailments as shown in Figure 3.[2] Now in this new age of AI, there are more similar opportunities to leverage the latest in analytics to further decrease derailment incidents.

Railway operations, characterized by predictable systems and extensive data collection, lend themselves to the use of “Digital Twins.”

ese digital replicas of physical systems enable better understanding and facilitate “what-if” analysis, including simulations for derailment investigations. Notably, much of the data used in these simulations existed prior to the derailment, presenting an opportunity to leverage automated digital twins for predictive railway operations.

Conclusions

AI will continue to advance signi cantly in the coming years, ushering in a myriad of applications across various areas of the rail industry. While its impact may not be a tidal wave, the sector can expect a substantial in ux of AI applications. e Transportation Technology Center remains committed to advancing safety, streamlining processes, enhancing security, and promoting sustainability within the rail community. rough collaborative e orts with railways, suppliers, universities, and government organizations, the TTC will continue to address testing and research needs, leveraging technology to meet the industry’s evolving goals. Notably, the TTC’s test tracks serve as an ideal location for ground truth testing, ensuring known true-positive conditions are veri ed and retested for technological and AI advancements.

References

1. https://issuu.com/railwaytrackstructures/docs/rts_march_2023

2. D. Clark, M.G. Dick, R.K. Maldonado “V/TI Monitor Cluster Analysis and Implementation” Proceedings of the 2015 AREMA Annual Conference, 2015

Prepared by Loram

The first of a series of rail infrastructure basics for the new rail engineer

why and how ARE RAILS LUBRICATED ?

Railroads have long been a vital component of transportation infrastructure, facilitating the movement of goods and people across vast distances. e e ciency and safety of this transportation mode depend signi cantly on the management of friction, a critical factor that in uences the performance of trains. e need for e cient friction management arises from the nature of rail travel, where steel wheels meet steel rails, creating a dynamic interplay of forces that can either propel the train forward or hinder its progress.

At the heart of every railroad system is the desire for e ciency and safety. e role of friction management extends to addressing the challenges posed by dynamic forces within a moving train. e interaction between various components, such as wheelsets, bogies, and the rail itself, generates dynamic forces that can lead to instability if not properly managed. Friction management techniques, including the application of specialized lubricants, help in minimizing these dynamic forces, ensuring the stability and safety of the entire train system.

Railway systems are complex networks of tracks, switches, and rolling stock, and the management of friction is crucial for several reasons. One primary concern is the wear and tear on both the tracks and the wheels of the trains. e repetitive contact between the train wheels and the tracks results in friction, which, if le unmanaged, can lead to accelerated deterioration of these essential components. Friction management is, therefore, a proactive approach to reduce the negative e ects of wear, ensuring the longevity of the railway infrastructure.

One of the primary methods employed for friction management on railroads is the application of curve lubricator friction modiers. Curve lubricant serves to reduce the friction between the wheel and the track.

is lubrication is vital in minimizing wear on both surfaces, extending the lifespan of the wheels and tracks. Also, reduced friction contributes to energy e ciency by decreasing the amount of force required to propel the train forward. Top of rail friction modiers are designed to “control” friction within a desired range to maximize traction while still keeping rolling resistance to a minimum.

e transfer of curve lubricant or friction modi ers onto the wheels of the train is a carefully orchestrated process. Railroads employ specialized equipment known as wayside lubricators. As a train moves along the tracks, the wheel anges encounter applicators strategically placed along the rail line.

ese applicators are designed to dispense an appropriate amount of curve lubricant onto the wheel anges as the train passes over them. e timing and quantity of curve lubricant dispensed is carefully calibrated and automated, ensuring that the right amount of lubricant is applied consistently to manage friction e ectively.

e composition of the curve lubricant or friction modi er is a critical consideration in friction management. ese substances are designed to withstand the harsh conditions of railway operations, including varying temperatures and exposure to external elements. Additionally, the formulations aim to strike a balance between providing e ective lubrication and ensuring that the applied substance adheres su ciently to the wheels, preventing excessive loss during the journey.

Railroads are also subject to a multitude of factors that contribute to friction and wear.

e sheer weight of trains, o en loaded with tons of cargo, exerts immense pressure on the wheels and tracks. Add varying weather conditions, di erent track materials, and the constant back-and-forth motion of the wheels, and it becomes clear why friction management is not just a luxury but a necessity.

Friction management is not only about reducing wear and tear; it also plays a pivotal role in enhancing the safety of railway operations. e controlled application of curve

Gauge face lubrication system

Top of Rail lubrication system.

lubricant or friction modi ers helps in minimizing the risk of wheel slippage, particularly during adverse weather conditions such as rain or snow. is is crucial for maintaining traction and preventing accidents, ensuring the safety of passengers, crew, and the cargo being transported.

Railroads also face challenges associated with noise pollution, especially in densely populated areas. e screeching sound produced by trains as they navigate curves and junctions can be a signi cant concern. Friction management through the application of lubricants aids in reducing noise levels, creating a more environmentally friendly and socially acceptable mode of transportation.

It is worth noting that the e ective implementation of friction management requires a strategic approach. Railroads carefully plan the locations where lubrication is applied based on factors such as curvature, gradient, and the anticipated tra c load. Regular maintenance schedules are also established to ensure that the lubricating substances are replenished in a timely manner, preventing disruptions to the smooth functioning of the railway system.

Beyond its immediate benefits, friction management in railroads contributes significantly to the broader goals of sustainability and environmental consciousness. Rail transportation is inherently more energy-efficient compared to other modes, and effective friction management further enhances this advantage. By reducing the energy required for the movement of trains, the environmental footprint of rail travel is minimized, aligning with global efforts to promote greener transportation alternatives.

The economic implications of friction management cannot be overstated. Rail operators face substantial costs associated with maintenance and replacement of wornout components. The strategic application of lubricants helps in curbing these expenses by extending the lifespan of critical elements such as wheels and tracks. This, in turn, contributes to the overall cost-effectiveness of railway operations, making it a sustainable and economically viable mode of transportation.

In the pursuit of optimal friction management, railroads must also navigate environmental considerations. The use of lubricants and friction modifiers raises questions about the environmental impact of these substances. Striking a balance between operational efficiency and ecological responsibility is a challenge that the industry actively grapples with. Researchers and engineers work collaboratively to develop curve lubricants and modifiers that are not only effective but also environmentally friendly, minimizing the ecological footprint of railroad operations.

Railway operators also consider the unique characteristics of diverse types of trains when implementing friction management strategies. High-speed trains, for example, operate under different conditions compared to freight trains. Tailoring friction management approaches to suit the specific requirements of each type of train is essential for optimizing performance and ensuring the longevity of the infrastructure. Predictive maintenance, enabled by sensors and data analytics, allows rail operators to anticipate when components are nearing the end of their lifespan, enabling timely replacements and reducing the likelihood of unexpected failures.

As railroads continue to play a vital role in global logistics and transportation, the importance of effective friction management becomes even more pronounced. As demands for efficiency and sustainability increase, the industry continues to explore innovative solutions to enhance friction management. Friction modifiers, with their ability to fine-tune friction levels, offer a nuanced approach to

addressing the unique challenges faced by railroads. This ensures that friction management remains a robust and adaptive solution to the challenges posed by the dynamic nature of rail operations.

The application of friction management in railroads is a multifaceted and integral aspect of ensuring the efficiency, safety, and sustainability of this mode of transportation. From reducing wear and

tear to enhancing energy efficiency, mitigating noise pollution, and contributing to environmental conservation, friction management is a linchpin in the seamless functioning of rail networks. As the industry continues to evolve, so too will the strategies and technologies employed in the realm of friction management, underscoring its enduring importance in the dynamic landscape of railway operations.

SQUATS & STUDS: Emergent Damage Mechanisms on Rail Transit Systems

By Je Tuzik

The unforgiving environment of the wheel/rail interface creates many damage mechanisms. ese manifest in defects as varied as corrugations, rolling contact fatigue, and gage-corner cracking, to name only a few. Among the most vexing defects that commuter, transit and high-speed rail lines contend with are squattype defects known as studs. ese defects are super cially similar to squats, though they behave di erently, and are in some ways still an unsolved and mysterious phenomenon.

Squats were rst observed in the 1950s on Japan’s Shinkansen high-speed tracks. ey began to appear with regularity in France and

the UK beginning in the 1970s. Classic squats appear as a kidney-shaped mark or depression in the contact band, typically in tangent track and mild curves. As the squat develops, it reveals an underlying V-shaped crack on the gage-side of the defect. e initial crack grows via ratchetting: increments of plastic ow occurring under heavy normal and shear stress from the passing wheels — the same mechanism that drives RCF — and if le untreated can ultimately grow deep enough to result in a rail break, Richard Stock, Global Head of Rail Solutions at Plasser & eurer explained at the 2023 Wheel/Rail Interaction Rail Transit conference.

RICHARD STOCK, Global Head of Rail Solutions at Plasser & Theurer.

Squat development was largely curtailed in the 1980s by two concurrent factors; the use of preventive rail grinding to remove the damaged layer of material, and the introduction of (at that time) higher-strength rail steels like R260 which is more resistant to plastic deformation (in reference to the then-used grades), Stock said.

In the 1990s, there were reports of a massive resurgence of squats. “It was an epidemic level,” Stock said. Under close examination, it became apparent that while these defects looked like squats, they were something else, later called studs, that had quite di erent characteristics. Some of the earliest investigation

Photo Credit: Mike Yuhas

into and classi cation of studs was done by Stuart Grassie1, who noted the following characteristics:

• ey show little-to-no plastic deformation (not ratchetting-driven).

• ey form very quickly, o en within 10 MGT or less.

• ey form on old and new rail, in tangents and in curves.

• ey form in the presence of white etching layers/martensite (WELs)

• ey are not known to develop in tunnels.

And perhaps most importantly, the preventive grinding programs that worked to control

A classic squat.

A stud/squat-type defect (above) and detail of stud crack development (below).

squats were less e ective at mitigating studs, Stock said.

e rst step to e ectively mitigating studs was to determine their root cause. Early studies concluded that the stud problem appeared to coincide with the introduction of heat-treat premium rail steels. “Many studies at the time [late 1990s – early 2000s] concluded that studs were more likely to appear on heat treated rail, and in areas with low wear,” Stock said. is era also saw the introduction of anti-headcheck rail pro les designed to mitigate gagecorner cracking by moving the contact band

toward the top of rail. It appeared that these pro les, combined with low wear regimes (e.g. by heat-treated rail), created contact conditions that favored stud development.

Another peculiarity of studs is that they are always found in the presence of a white etching layer (WEL) — a thin, hard layer of thermally-transformed material on the rail surface, Stock said. But WELs form frequently on track, under a variety of conditions, and typically wear away without consequence, he added. While thin WELs can be caused by rail grinding, the WELs that develop into

surface defects are the result of heat transfer from wheel-slip events. Additionally, the fact that studs tend not to form in tunnels suggests that wet conditions causing low adhesion and poor traction are contributors to wheel-slip and thus stud formation, he added.

Regarding wheel slip, another industrywide change coincident with the sudden stud proliferation was the development and improvement of traction technology. “In the last 30 years, there’s been a signi cant increase of traction and slip forces in general,” Stock said. ese increases have been due to:

• e shi from DC to AC traction, which results in higher tractive force, and subsequently high rates of wheel slip

• multiple driven axles

• individual wheelset traction control e precise degree to which traction forces cause wheel slip and WEL development is hard to discern. “Traction and braking systems are proprietary technologies — they’re a black box to us,” Stock said. However, the correlation between changes in traction forces and the profusion of WEL development and stud growth is undeniable, he added.

A nal factor that contributes to stud formation is system sti ness. is can relate to sti track systems or/and sti vehicle suspension. Although there is no hard evidence available, empirical data corelates sti system behavior to increased stud appearance.

Many studies over many years have found no single culprit for stud formation. But clearly some combination of factors introduced over the past 30 years has led to a moment in which studs are a complex, multifaceted problem for railway systems around the world, Stock said.

One such system is Seattle’s Sound Transit, where recent e orts in stud mitigation provide a window into how these defects initiate and grow — and how they can be removed. Sound Transit was particularly concerned about a 5-mile stretch of track that is prone to stud development causing accelerated rail replacement, said Mark Reimer, former Chief Technology O cer at Advanced Rail Management and current Director at Sahaya Consulting Ltd. e studs appeared in tangent and curved track, and initially appeared to be in tight clusters. Due to the very large number of studs, Sound Transit initially supposed that the rail might have a manufacturing defect. “Studs had formed and were forming at seemingly random, innocuous locations in the area of concern with little to no development elsewhere in the system,” Reimer said. Naturally, Sound Transit’s primary concern was the risk of a rail break followed by the impact

Detail of martensite or white etching layer.

(B)

(A)

of slow orders due to shelling caused by studs ‘popping’ out (exceeding track standards for rail surface damage). is concern, however, was based on the fear that at least some of the defects were classic squats, not studs.

“Over decades of review, there’s no evidence that rail breaks occur because of studs,” Reimer said. However, studs can still cause points of increased wheel/rail contact stress, prevent good ultrasonic inspections, and possibly hide more severe internal rail damage, so they must still be addressed.

e number and severity of the studs was still cause for concern for Sound Transit, rst because of the potential for a stud to hide another, more dangerous defect, and second for ride quality and noise concerns. To address these concerns, Sound Transit worked with Advanced Rail Management / Global Rail Group to routinely monitor the site via eddy current, ultrasound, and visual inspection. ey also implemented a maintenance program that involved corrective and preventive grinding, rail milling, and rail replacement. “We learned a lot about studs but we still didn’t really understand the root cause of what we were dealing with,” Reimer said.

To better understand the development pattern of studs and potential safety impacts, Sound Transit had a piece of a ected rail sectioned for metallurgical analysis. is found:

• no manufacturing or metallurgical aw in the rail

• no surface plastic ow of the type associated with classic squats

• WELs present at all defects peaking in hardness at 900 HV (roughly 670 HB)

With an improved understanding of the safety risk of studs and their (un)likelihood of leading to a rail break, Sound Transit moved forward with more aggressive corrective grinding to attempt to remove the defects. What they found, however, was that very o en a few grinding passes exposed and connected shallow subsurface cracks, o en linking multiple studs together and causing pieces of rail to spall out. “ e studs were simply too deep for grinding to be an e ective solution,” Reimer said.

is le rail milling as the last viable option before rail replacement. Even this proved more di cult than expected; the more severe studs were o en between 4 mm to 6 mm deep. “Losing 6mm of rail isn’t great, but it still leaves you with about half the rail life remaining as most of this rail had very little natural wear,” Reimer said.

As of 2023, it’s been two years and 20 MGT since the a ected track at Sound Transit has

been either milled or replaced and put on a customized preventive grinding program.

e areas where studs have been completely removed through either milling or rail replacement, followed by regular grinding, has dramatically reduced the re-development of studs, Reimer said.

In terms of detecting incipient studs (before they can be visually identi ed), both eddy current and ultrasonic inspections show some promise, but neither has proven reliably accurate, Reimer said. is is particularly troubling due to the high rate at which

studs develop. “It’s very easy to detect a severe stud, but by then it’s out of the preventive grinding phase and likely at least 2mm deep.” is leaves the state of stud mitigation at Sound Transit, and elsewhere, somewhat in limbo. Rail that is free or nearly free of studs can be kept that way with a good preventive grinding regime whereas rail even a few MGT further down the path of stud development may be too far gone to cost-e ectively remediate.

But there remain questions regarding the optimal timing and frequency of rail

MARK REIMER, former Chief Technology O cer at Advanced Rail Management and current Director at Sahaya Consulting Ltd.

Stud clusters at Sound Transit.

Photo Credit: Mike Yuhas

grinding to mitigate stud formation; “ ere’s an unknown amount of time between grinding and incipient stud formation – and that’s a critical preventive maintenance intervention window,” said Eric Magel, Principal Engineer at ENSCO and the Nation Research Council Canada, and co-author of the Sound Transit stud formation study. ere are also

challenges remaining with identifying the root causes of stud formation; it may be driven by discreet wheel-slip events throughout the eet, or perhaps individual vehicles with underperforming traction control, he added. ere is a potential link between studs and corrugation, since the rst section of rail on Sound Transit to su er severe stud

development was also known to be heavily corrugated before the studs developed. It is also thought that variations in vertical wheel loads may contribute to wheel-slip, Magel said. Sound Transit’s own e orts have thus far yielded no de nitive culprit.

While Sound Transit has been able to remediate the worst of their stud-a ected track, these defects still appear elsewhere, and, as is the case on many other transit systems around the world, present an ongoing challenge. Fortunately, there is a growing body of institutional evidence, experience with, and understanding of squat-type defects — why they form, and how to address them.

1. Grassie, S.: Squats and squat-type defects in rails: the understanding to date. Proceedings of the Institution of Mechanical Engineers, Part F: Journal of Rail and Rapid Transit 226 (Issue 3, 2012), S. 235-242.

Je Tuzik is Managing Editor of Interface Journal ( www.interfacejournal.com ). is article is based on a presentation made at the WRI 2023 Rail Transit conference.

Example of multiple studs exposed by rail grinding.

ERIC MAGEL, former Principal Engineer at ENSCO and the National Research Council Canada, is currently a Project Consultant with Advanced Rail Management.

Photo Credit: Mike Yuhas

ALL ABOUT BALLAST

By pairing vacuum power with a manipulator that can apply 5,000 pounds of force at the tip of the nozzle, the LRV is able to excavate even the most fouled and cemented ballast in hardto-reach locations.

In the first of two spotlights on ballast this year, eight suppliers showcase their best.

So much of what RT&S covers deals with or touches ballast in some way. As a material that makes up the roadbed, it supports and holds the track in line. Therefore, maintaining said ballast is an aspect of rail infrastructure that we cover not once, but twice per year.

e Nordco Ballast Regulator M7 is a versatile, dual-purpose machine designed for both ballast maintenance and snow removal, making it a valuable asset throughout the entire year. Equipped with

By Jennifer McLawhorn, Managing Editor

a Cummins diesel engine and a four-wheel hydrostatic drive, the M7 boasts a range of features including a fully enclosed cab, joystick-controlled ballast wings, and a hydraulically driven broom assembly. Its design allows for single-pass ballast transfer, enhancing e ciency and e ectiveness in track maintenance. With the option for snow plowing and snow blowing, the M7 represents a cost-e ective solution by serving multiple functions, thereby reducing the total cost of ownership for rail maintenance operations.

Ballast bed cleaning, ballast distribution, shoulder cleaning, stabilization, and tamping all work in concert to get track to its best performance. Plasser American boasts a fleet of machines that work together to improve track conditions and heighten efficiency during both regular operation and while performing regular maintenance. Ballast cleaning machines with different performances fulfill the individual requirements in North America. Both shoulder and ballast cleaning machines are equipped with one

or two self-levelling shaker boxes that recover a high amount of ballast in tough conditions and offer high performance. Smaller Ballast Cleaning Machines, such as the RM80, are designed for plain track and turnouts with one excavating chain and one screening unit. The RM802 is a high-production Ballast Cleaning Machine specially designed with the capability to work on track with pre-dumped ballast or traditional ballast cleaning operations. Plasser American also offers Shoulder Cleaning Machines like the FRM85F and FRM802 complementing the portfolio keeping the ballast shoulder free from ballast breakdown, ensuring drainage, and stretching ballast maintenance cycles. Plasser American Shoulder Cleaning Machines are designed to clean the entire width of the shoulder with cutting depths more than fourteen inches being possible in a single pass. The BDS100/200 Ballast Distribution System is equipped with a hopper unit for ballast storage, conveyors to distribute ballast and a fully adjustable x-type ballast plow, and unique shoulder plows to profile the ballast. The BDS100/200 opens new possibilities to distribute the existing ballast in the network and saves money and important resources. Additionally, Plasser American’s PTS90C Dynamic Track Stabilizer, with the remote stabilizer upgrade, keeps headcount low and performance high, while radar safety solutions ensure

the safe operation on track. This new upgrade kit supports the industry’s push towards improving efficiency, safety, and versatility during surfacing actions while reducing operational costs. This is key to success in reducing maintenance costs and increasing track availability.

As the railroad system becomes more demanding, the requirements for track maintenance machines have escalated. However, recent advancements have created the opportunity for further efficiency and productivity. This, coupled with a shortage of skilled labor, primarily fuels the need for automating track maintenance to ensure the availability of railway assets. The introduction of the tamping assistance system, utilizing various sensors, advanced analytical technologies, and neural networks, allows for the smart tamping machine to create a digital twin of the current track or turnout, without the need for a separate pre-measuring run. The process, which occurs in real time, allows the machine to automatically detect potential obstacles such as ties, cables, fish blades and creates the perfect set up for the tamping unit and the lifting and aligning unit. During operation, the supervising operator is able to monitor multiple work sequences and ultimately approve the final suggestions output by the machine. The assistance system ensures consistently high tamping quality, thereby improving the

usability and operating convenience of the machines. Furthermore, the system supports operators with less experience in handling the tamping machine. First tests of Plasser’s Tamping Assistant in the US are showing promising results. To implement the technology and prove the feasibility of concept a 09-2X DYNACAT was equipped with the required sensor set up and successfully tested in the field. The Plasser 09-2X DYNACAT has been a wellreceived tamping machine since its introduction. It is a heavy-duty, high-speed, continuous action switch and production track-tamping machine with an integrated dynamic track stabilizer. All tamping, lifting and lining units are mounted on a separate satellite frame that is attached to the main frame. While the satellite tamps and indexes two ties at a time during the actual work process (lifting, lining, cross leveling, and tamping), the machine’s main frame, with stabilizer system, moves smoothly and continuously at a speed determined by the operator. The 2-tie tamping units, enables tamping of either two ties in one operation resulting in higher tamping performance, or only one tie in case the tie spacing becomes irregular or the machine must work on track sections with skewed ties. Each tamping unit can be lifted and lowered individually to provide maximum flexibility during tamping, which makes the 09-2X. DYNACAT very versatile for the user.

Photo Credit: Miner Enterprises, Inc.

The solar-powered AggreGate is designed to provide independent operation of a rail car from anywhere within a ballast train.

Harsco

Production Tamper

Production Tamper

BALLAST MAINTENANCE

Miner Enterprises’ AggreGate® MOW ballast outlet gates have brought reliability and flexibility to MOW operations for more than 40 years. The stand-alone solar-powered AggreGate® enables independent operation of individual cars anywhere within the ballast train. This boosts MOW agility and efficiency by eliminating the need for grouping manual and automatic cars. Optional remote wireless control systems enable specific car and gate selections for up to 1000 cars. Miner AggreGate systems also include car-mounted work lights for nighttime ballasting. AggreGate outlet gates from Miner feature large guillotine door openings designed to stop ballast flow with minimum effort. Single- and double-door controls provide precise ballast shutoff capabilities at switches, crossovers and bridges. The AggreGate can effectively dump ballast inside, outside or on both sides of a rail simultaneously. Standard electric, air-powered and manual gate models are also available. All are suitable for both retrofit and new rail-car systems. The solar-powered Miner Lighting System includes four energy efficient LED lights mounted on the railcar’s under-carriage. Each stand-alone system supports lowvisibility and night-time ballast operations. The photovoltaic system includes a solar array, batteries, two switches and a lighting controller with a temperature compensation feature designed to ensure

the system is properly charged in both hot and cold environments. The Miner Lighting System is available as an option with all models of Miner ballast/MOW outlet gates and rapid discharge systems.

Rhomberg Sersa Rail Group (RSRG) operates a large and new fleet of RM80 and RM76 production undercutters in North America as well as providing switch undercutting and yard cleaner machines to support its growing maintenance service. It offers trackbed inspection solutions with its long-term technology partner Zetica Ltd. Its inspection solution combines ground penetrating radar (GPR), mobile terrestrial laser scanning, 2D and 3D vision and track geometry. These address the requirement for condition-based and predictive maintenance planning, and QC of maintenance and new build, and means it can provide clients with a powerful end-to-end solution in ballast and trackbed life cycle management. CEO Michael Match told RT&S , “If you recall last year, we reported the introduction of our material handling train in North America that offers an environmentally friendly method for delivery and distribution of ballast and the handling of track spoil material. Since then, I can proudly say that our solution has been well received by those customers in the industry that require a solution that enables ballast maintenance to be performed in challenging but highly

critical infrastructure.”

Railmetrics’ LRAIL is a complete multifunction track inspection solution that is utilized by railroads for ballast inspection. With a maximum transversal field of view of 11.5 feet, the 3D scan of the LRAIL provides a continuous and clear view of the ballast level and condition that includes the ballast shoulder off the ends of ties. Through automated analysis of this data the LRAIL can output a detailed transverse profile of the ballast level as well as flag notably low or high ballast locations, such as exposed shoulders or insufficient ballast in the cribs. Reporting can be configured based on the railroad’s standard or proposed ballast profile. Areas of surface ballast fouling such as mud spots can be automatically detected, flagging the location and surface area of the fouled ballast. Configurable reports can be generated based on each railroad’s criteria. The LRAIL is capable of near real-time data acquisition and processing onboard autonomous inspection vehicles and can ensure that ballast inspection data is generated and delivered in a timely manner. Additionally, through the use of Artificial Intelligence (AI), repeat runs can be aligned and analyzed to detect changes between the runs, providing railroads the ability to understand the rate of change of surface fouling (mud spots) as it grows. This allows for railroads to have the ability to perform timely maintenance.

For spot track tamping, the ballast tamper is helpful when improving track stability and ballast bed performance.

Photo Credit: Vancer

Spot Remediation

Rail Grinding | Inspection | Ballast Maintenance | Geotechnical | Friction Management | Structural Monitoring

Targeted ballast and substructure maintenance services from Loram extend rail life, optimize your maintenance budget, and maximize track availability. Advanced inspection technologies identify ballast health issues and guide data-supported strategies, while industry-leading maintenance solutions and services resolve seasonal damage and mitigate your toughest ballast maintenance challenges. Learn more at Loram.com

Radar & Lidar Inspection

Structural Analysis

Restoration

Ballast Cleaning

LRAIL’s ballast inspection is performed at the same time as the inspection of other critical track assets such as ties, fasteners, rail and turnouts allowing railroads to gain a full view of the condition of their track with a single inspection pass.

Without proper ballast, ties would sink

unevenly into the subgrade. Vancer equipment offers a comprehensive approach to ballast maintenance, including ballast and roadbed drainage, ballast strengthening and stabilizing, track support (including reducing abasement), and extension of ballast lifecycle. For spot track tamping,

the ballast tamper is helpful when improving track stability and ballast bed performance. Equipped with a powerful 6.7-liter Cummins Stage V diesel engine at 157hp, Vancer o ers the Huddig 1370 to perform ballast tamping work. e Vancer team is focused on developing equipment for comprehensive maintenance of way needs. With their high horsepower, Vancer’s Hi-Rail Excavators can be coupled with attachments such as the Vancer Undercutter, Ballast Cribber, and Ballast Tamper featuring 360-degree rotation. Excavators include hydraulically powered Hi-Rail gear undercarriage with train air brakes, multiple tool carrier functionality, and dual pivoting railcar couplers. With rental, used and new equipment available – as well as service and support – Vancer helps railroads focus on what it is they do best: getting the job done within deadlines, within budget, safely, and e ciently.

Herzog has released its latest specialized maintenance-of-way (MOW) innovation, the Track Lifter. This specialized rail-bound unit is purpose-built to accelerate track rehabilitation and new

Photo Credit: Railmetrics

With a maximum transversal field view of 11.5 feet, the 3D scan of the LRAIL provides a continuous and clear view of the ballast level and condition that includes the ballast shoulder o the ends of ties.

BALLAST MAINTENANCE

construction activities, swi ly and e ectively putting track into service. e Track Li er simpli es washout repair operations and dramatically reduces the need for additional MOW equipment. Positioned at the end of a train consist, it can enter areas that are traditionally inaccessible to conventional o -track equipment, making it an ideal choice for restoration e orts. When combined with Herzog’s Automated Conveyor TrainSM, the Track Li er showcases its versatile abilities. Its excavator arm securely clamps the rail, raises a section of track, and unloads ballast through its conveyor system to help stabilize the trackbed. e Track Li er’s vibration unit and automated plow work in tandem to clear material away from the machine’s front and o the track, making the process more ecient. Designed within Plate F speci cations and equipped with an envelope control system, the Track Li er also guarantees tight clearance control to prevent accidental fouling of adjacent tracks. Herzog’s Track Li er o ers unmatched versatility with a range of available attachments, including an undercutter, grapple, shear, brush

cutter, or rotary ditcher, providing a multifaceted solution for track maintenance. With a robust 40,000 lb. li capacity and a rated capacity indicator to ensure stability when working in front of or alongside the unit, the machine can immediately get to work, eliminating the time spent waiting for traditional o -track equipment to move into position.

Loram o ers a complete line of ballast maintenance equipment for the rail industry. With its eet, it can undercut, clean shoulder ballast, excavate ditches and safely vacuum material away from special trackwork. When pairing its excavating equipment with its MHC60 material handling cars, its customers are realizing improved work block e ciencies and reduced unit costs. Railroads continue to nd new uses for Loram’s LRV vacuum excavators. By pairing vacuum power with a manipulator that can apply 5,000 pounds of force at the tip of the nozzle, the LRV is able to excavate even the most fouled and cemented ballast in hard-toreach locations. In addition to excavating in tight clearances on ballast deck

bridges, in tunnels and around switches and crossings, the LRV can perform mud spot undercutting and removal, cross drain or trench digging and drain cleaning. Because there are no moving parts associated with vacuum excavation, ballast can be removed from critical (and typically expensive) components without any damage. e Badger and DC Max Ditchers are designed for high-speed ditch clearing and creation. e high e ciency machines can excavate material at up to 800 tons per hour to quickly improve drainage and direct water away from the track.

Loram offers advanced and productive shoulder ballast cleaning services, equipment and technologies, resulting in increased efficiencies and reduced costs. By consistently excavating at 8 inches below the tie and restoring the ballast shoulder structure, fines can migrate through the shoulder with dramatically improved seepage time. Its equipment is specifically designed to break open mud pockets, compacted fines, and ballast voids in the cribs and under the ties to release damaging trapped water.

Message From The President

RAY VERRELLE AREMA President 2023-2024

At the time of writing this article, my local groundhog, Punxsutawney Phil, predicted an early Spring, although it doesn’t seem that way with the freezing weather we are experiencing in the Philadelphia area. It is precisely at this time of year when I start to go stir-crazy. I have not shed in months; my boat is under a cover, and my rst chance at wetting a line is likely still a few months away. Now, there is always the ever-growing “Honey do” list that I could take on to occupy myself and make up for all the neglect I have given to those chores during the last shing season. Luckily, my wife Stacy is a very tolerant woman and puts up with my addiction. However, it would be wise on my part to knock a few of those items o the list before I get the boat in the water.

In between chores, one thing I have discovered on the AREMA website is the Podcast series Platform Chats. Now I must admit before being asked by AREMA sta to be in one of these episodes, I had no idea what a Podcast was. For those of you who are as technologically challenged as I am, a Podcast (according to Google) is “a digital audio program consisting of a series of audio episodes that you can download or stream from the internet. It works very much like a radio show but with one major di erence – You can subscribe to a podcast and listen to it anytime you want”.

Platform Chats is located on the AREMA website under the “Education and Events” tab and is hosted by AREMA’s own Walt Bleser. Walt is the Structures Functional Group Vice President and is also known for moderating the Emerging Technology panel at the AREMA Annual Conferences. If you do not know Walt, he is a very dynamic host who has

been the driving force for getting Platform Chats to break the top ten railway podcasts globally, coming in at #8. While I am not familiar with the global ranking authorities that govern railway podcasts, I am sure the criteria are quite rigorous.

AREMA’s Platform Chats are now two episodes into season four. Episode 1, “A sneak peek into the AREMA 2024 Sustainability and Resiliency Symposium”, Walt talks with Ned Bagniewski and Leo orbecke about the exciting changes in our industry as it relates to sustainability and resiliency. ey also discussed the rst-ever AREMA 2024 Sustainability & Resiliency Symposium held in February. ough this event has passed, it will be available On Demand shortly, and in the meantime, listen in now for some great insights into this topic.

ere are an additional thirty-two episodes containing a diverse array of topics and guests. A quick breakdown of the seasons:

Season 1

is season covers topics like “ e History of AREMA”, “ e Past and Future of the Rail Industry”, “AREMA Student Chapters” and other topics that provide insight into new technologies and the future of our industry.

ere is also a good piece with a personal e ect “Meet Erika Bruhnke, Rail Pros Rising Star”.

Season 2

is season continues the theme of Season 1 by looking at topics with AREMA including “Debunking the Myths of Committee Membership”, two podcasts on the Annual Conference, and “Dr. William W. Hay”. ere are also some very relevant industry topics like “ e Next Generation in Railroading” and “Women in the Rail Industry”.

Season 3

is season dives into topics like “Sustainability in the Railroad Industry”, “ e Importance of Short Lines”, and some insight into NRC with “What does NRC have in store for 2024”. is is also where I make my podcast debut along with seasoned podcaster Trent Hudak in Episode 6 “Setting Goals and Leveraging Opportunities for Success”.

As you can see, there is a great variety of content, and I urge you to dive a little deeper into topics that pique your interest and take some time to listen to a few or all episodes. It is a great relaxing way to take in some interesting content relevant to our industry and gets you a break from binging hours of Net ix. is especially comes in handy if you are not allowed to pick the show. You just pop in your earbuds, pick the content, and act like you’re paying attention to the Net ix show.

When I rst agreed to do the podcast, I was thinking “What did I just get myself into?” I did not even know what a podcast was. When I told my two daughters that I was doing a podcast, the laughter went on for an uncomfortably long period of time. So, a er they made my anxiety much worse, I sat down and listened to several of the episodes to see what I was in for. When the big day nally came, Walt made the experience a blast. ings just naturally owed like a normal conversation, and it was a really good time that made me glad I had agreed in the rst place.

Walt is ramping up Season 4 of Platform Chats and is in search of new topics and new people to be on the podcast. Please reach out to Walt if you are interested in pitching a particular topic. You can then become part of an elite membership of globally ranked podcasters that could give the Kelce brothers a run for their money.

“ ONE THING I HAVE DISCOVERED ON THE AREMA WEBSITE IS THE PODCAST SERIES PLATFORM CHATS.

FYI

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Don’t miss out on the conversation in AREMA’s Member Forum. The Member Forum connects you with other Members, allowing you to send messages, start conversations, and more. See what everyone is talking about today: https:// community.arema.org/home.

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RT&S Committee Chair Interview Committee: Commuter & Intercity Rail Systems

1. Why did you decide to choose a career in railway engineering?

To be honest, I didn’t deliberately choose railroading, I graduated from

college with a degree in Civil Engineering and started my career as a consultant in highway design and traffic planning. I always knew I wanted to do

something in public transportation, but I wasn’t sure what area I wanted to work in. After I took the PE exam, I began looking around for anything related to

CHAIR: AMANDA KESSLER, PE, Senior Program Manager, Amtrak

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trains, buses, and urban planning. After several failed attempts (including a few at Amtrak!), a friend of mine sent a job posting at Amtrak for the Management Associate Program. I certainly had no idea what I was getting into when I was offered the job, but it was an opportunity I couldn’t pass up. That was in 2012 and the rest is history!

2. How did you get started?

My career at Amtrak began in the System Track department, mostly traveling around to all the Maintenance of Way locations on the Northeast Corridor, Chicago, and Michigan. After 2 years in the program, I accepted a position in the Clearances, Testing, and Inspection group where I was tasked with developing the annual surfacing program. That work eventually led to the Reference Surfacing project which is in full swing today.

3. How did you get involved in AREMA and your committee?

AREMA membership is encouraged at Amtrak, especially in the Track department, so when Joe Smak handed me an application, I filled it out and got myself a membership card. I can never resist getting involved in extracurriculars, so after a year or two, I decided to join a committee. I chose Committee 11 because it seemed applicable and wasn’t overflowing with fellow Amtrak employees. Not long after that, Art Misiaszek approached me about running for Secretary. I was hesitant to commit to nine years of leadership, but once again, I just couldn’t say no.

4. Outside of your job and the hard work you put into AREMA, what are your hobbies?

I’m a working mom – of course, I don’t have hobbies! Joking aside, I’ve tried out many “hobbies” over the years and I find what I always come back to is fitness. For two years I was focused on my Ashtanga yoga practice and more recently I joined the neighborhood CrossFit gym. Despite my friends trying to get me to join for many years, I was always one of those people who said you’ll never see me in a CrossFit gym, and now here I am, showing up at 6:45 most mornings. Besides those two things I like to dabble in gardening and I’m always reading at least two-three books at a time.

5. Tell us about your family!

I met my husband Isaac through the same friend who sent me the job posting at Amtrak. He is also a civil engineer, which gives us many “fun” things to talk about (drainage! highway construction! bridges!). We have two children, Leah, age nine, and Owen, age seven. They are incredible little humans who are already smarter than me. As a family, we love to travel, ride bikes, and we are often found at the local ice rink. We love playing Monopoly and lately, I’ve been making us all sit down and watch Jeopardy and Wheel of Fortune at night. I got a lot of eye rolls at first, but it’s turned into a fun hour of the evening.

6. If you could share one interesting fact about yourself with the readers of RT&S, what would it be?

My Poppop was a veterinarian and my family lived in the apartment above his animal hospital until I was five. Ironically, I have always been afraid of dogs and do not love animals, but my daughter who loves them convinced us to get a hamster (RIP Pepper) and we fostered a rabbit for three months. I’m now enjoying a pet-free household!

7. What is your biggest achievement?

Passing the PE exam in one try (it took me three tries to get my EIT!). This was by far the most work I ever put into studying for a test. I took it on the same day and at the same place as my husband and good friend from college so the pressure to pass was high.

8. What advice would you give to someone who is trying to pursue a career in the railway industry?

Be willing to travel and/or move. I bought a house and had my first kid all within my first two years at Amtrak, while I got to see a lot of the railroad through the Management Associate Program, I wish I had been able to spend more time in the field, seeing the day-to-day maintenance operations. That knowledge and experience is priceless. While I am grateful for my office job, I carry every bit of that field experience with me on a daily basis. The more you can gain early in your career the better!

Good News from Florida

Seminole Gulf is back in business

By David C. Lester, Editor-in-Chief

We have good news to report this month on the status of the Seminole Gulf Railway (SGLR). If you were reading RT&S a couple of years ago, you’ll recall our November 2022 cover story on the devastation brought to Florida and the Seminole Gulf Railway by Hurricane Ian. If you weren’t, here is some background on the story prior to the good news. In our 2022 cover story, we reported that the Seminole Gulf was “founded in 1987 and fashioned from 118 miles of former CSX trackage between North Naples and Arcadia by Punta Gorda and called the Fort Myers Division. A separate line between Bradenton and Sarasota makes up the Sarasota Division. While these two divisions are not physically connected, traffic can move between the two on CSX. Indeed, SGLR only connects with CSX, and the Fort Myers Division bore the brunt –– a devastating brunt –– of Hurricane Ian when it barreled through, killing more than 60 people in the state.”

In addition, “Robert Fay, executive vice president of the SGLR, told RT&S that the railroad normally handles about 3,300 carloads per year, the approximate equivalent of 13,000 truckloads. ‘The lion’s share of carload traffic, about 2,600 carloads (around 10,000 truckloads) moves on the Fort Myers Division.’” One of the additional challenges of the line being out of service is that it normally serves as a lifeline for the movement of building and construction materials to get to other parts of Florida to help rebuild from a hurricane. In this case, because the railroad was knocked out, they couldn’t fulfill this critical role.

As Hurricane Ian approached Florida, “the storm predictions and satellite photos looked more ominous. Fay and his team knew they were likely in for a bad time. As the storm made landfall, it looked like the area around Fort Myers was square in its sights. This proved to be the case as the storm began to pummel the central peninsula.

“‘Hurricane Ian knocked out a total of four bridges,’ Fay told RT&S . Three

succumbed to the storm on the southern side of the Caloosahatchee River and one over the Peach River, just north of Arcadia. In some cases, the track was knocked off the pilings. In others, the pilings themselves were gone. Several hundred feet of line suffered washout of the ballast and subgrade, leaving rails and ties hanging in mid-air. Other areas saw the tracks and the subgrade either moved to one side or washed away altogether. Track on causeways was damaged or destroyed, and there was no way to get to these other than by boat.”

Well, after two years of extremely hard work by Fay and his team, the Seminole Gulf released news two days before this

THERE ARE NO SOURCES OF GOVERNMENT GRANTS THAT ARE AVAILABLE TO REIMBURSE RAILROADS AFTER THEY’VE SPENT MONEY FOR REPAIRS.

writing that the railroad had operated its first test train across the Caloosahatchee River. In the release, the railroad said the “Seminole Gulf Railway (SGLR) has announced freight service has been restored to Fort Myers, Florida. According to the release, it has been 511 days (17 months) since Hurricane Ian hit the area. The storm surge destroyed the rail bridges that cross the Caloosahatchee River into Fort Myers. Now, SGLR has ‘successfully operated its first test train across the entire span of the river, delivering railcars trapped in Fort Myers back to the national rail system.’ SGLR expects to begin regular freight service to Fort Myers in March 2024. It also expects to restore the entire route of the Murder Mystery Dinner Train in late spring 2024.”

I had a chance to speak with Robert Fay before press time, and he was very gratified with the completion of the new bridge. He pointed out that Seminole Gulf did not receive a cent from Federal or State government and had to use its own funds and finance the repairs to the bridge. One of the problems with government funding programs (none of which are earmarked for short line disaster relief) is that the funding is not reimbursable. Fay said that if he tried to apply for funding for repairs (again, none is earmarked for short line disaster relief), it would have added another 17 months to the timeline of repairing the railroad. In other words, there are no sources of government grants that are available to reimburse railroads after they’ve already spent the money for repairs. These other funding programs have nothing to do with natural disasters such as hurricanes.

We discussed the fact that the Short Line Relief Act is still languishing in Congress. Representative Byron Donalds (R-FL) last year reintroduced H.R. 3782 – The Short Line Railroad Relief Act alongside Representatives Doug LaMalfa (R-CA), Randy Feenstra (R-IA), Mike Bost (R-IL), Mary Miller (R-IL), Jake LaTurner (R-KS), Tracey Mann (R-KS), Jack Bergman (R-MI), Brad Finstad (R-MN), Chuck Edwards (R-NC), Don Bacon (R-NE) and Troy Nehls (R-TX). This legislation authorizes the establishment of a disaster relief program to provide much-needed immediate financial assistance to our nation’s short line railroads.

Congress must seriously consider the passage of this bill. There is no federal disaster relief for railroads like there is for other modes of transportation. Moreover, the short line industry provides significant carload traffic to the Class Is by providing service to shippers who may not otherwise have access to rail. If you’re in the industry or can directly lobby for this bill, I encourage you to do so. Until its passage, the short line industry is exposed to whatever natural disasters may come along, and many lines may not be able to recover, which jeopardizes the entire rail industry.