Railroaders know that we’re in the middle of our supply chain’s “busy season,” which is driven primarily by consumer spending on holiday gi s and other items that usually begins in earnest on November 15 and lasts through the end of the year. e “busy season” for the supply chain starts earlier, around late August or early September, and can run through the end of the year if consumer spending is high and replenishment of stocks is needed into December.
Class I railroads handle a great deal of these goods, as high-speed intermodal trains ply the rails between coasts and elsewhere, o en from ports to population centers. Other than the storm damage from the two recent hurricanes, the physical plant of the nation’s railroads is in pretty good shape. Probably the line in the worst shape is one of the Norfolk Southern lines into Asheville that the railroad says will require several months to get back into service.
As far as we can tell, there is a threat of wild res in the West and conditions developing in the Caribbean that could trigger a tropical storm or a hurricane. Other than those, the natural environment seems relatively calm. However, these are the conditions as they are in late October, as this is being written. We all know that something could pop up or conditions change in a matter of hours. Let’s hope the supply chain continues to function smoothly.
One bright spot has been the near daily appearance of stories reporting that various labor unions have either reached tentative agreements or have rati ed agreements with the railroads. erefore, it seems that the threat of a rail strike before the end of the year is low.
I’ve also been pleased with the increasing reference to rail labor as “cra colleagues” or “cra associates.” is seems a more respectful and appropriate way to refer to
the rail workforce than “labor.” Moreover, the recently completed negotiations seem to have gone well, without protracted negotiations and market uncertainty over the threat of a strike. Even the very real threat of a prolonged International Longshoreman’s Association strike was resolved a er a couple of days. A prolonged strike would have been catastrophic from a business point of view and would have had a measurable impact on economic activity for not only the busy season but for the entirety of 2024.
Let’s hope that the natural environment and the human environment remains stable to have a strong end-of-year. e October 19th –– 25th issue of the highly respected news magazine, , says that the American economy is the “envy of the world.” e magazine says “America has long married light-touch regulation with speedy and generous spending when a crisis hits. Although supersized stimulus during the pandemic fueled in ation, it has also ensured that America has grown by 10% since 2020, three times the rate of the G7. By contrast, stingier Germany is mired in recession for a second consecutive year.”
DAVID C. LESTER Editor-in-Chief
JOE DALOISIO Chairman, National Railroad Construction and Maintenance Association (NRC)
Relationship Building Is the Fundamental ‘Joint Bar’
You can provide a great design, understand the plans and specs, and have a solid reputation with all the right credentials. You can provide the best schedule, plan out every detail and apply smart, safe, and efficient construction practices, utilizing the latest equipment and the best materials. But that’s only part of what it takes to build a strong railroad. It also takes people.
Building solid relationships with the people around you is the most important way to ensure a successful, lengthy career in the railroad business. The process of establishing and maintaining connections with people is a skill that I fear is being lost by younger generations of railroaders. Emails and texts have their place in business. But developing a connection – a bond of trust and good communication with other people – is the fundamental “joint bar” that holds it all together.
A huge factor in the longevity of my railroad career is the open communication, honesty, and trust I’ve fostered with my clients, suppliers, coworkers and other railroaders. My father, Joe Jr., was my primary teacher. He invested his time and energies in developing not just my railroad knowledge and expertise, but also my people skills. I watched him and saw how he listened and treated others. His connections with the people he worked for and with created a longlasting, supportive team.
Remembering those lessons I learned from my father, I try to live every day –both at work and in all facets of my life – treating people as I would want them to treat me. I’ve been blessed with the ability to build lasting, trusting relationships with clients, peers, and coworkers who I consider not just friends, but family. But I am not the only one. I’ve been fortunate to connect with many of you in our great industry who have the same philosophy and blessings. No matter our role or level in the company, it’s our responsibility to continue to strengthen those relationships and bonds and to teach and mentor those around us by example.
But how do you do that? You can read countless professional development
books about relationship building. You can even get professional help to uncover techniques to connect with others or to discover your blind spots. But I can’t think of a better way to get practical experience and exposure to relationship building than at the 2025 NRC Conference and NRC-REMSA Exhibition.
NRC conferences past and present have been known to be the perfect place to build relationships with face-to-face communications with fellow railroaders – to create new contacts and foster old ones. The NRC conference speakers always provide valuable information and insights that we use to create our business plans for the year. But, just as important, the conferences provide the opportunity to talk to each other, and have meaningful discussions about how to solve challenges, about new industry innovations, insights into the market, and life itself. Once those connections are made and fostered, these fellow professionals become mentors and friends.
Please join us from January 5 through 8 at the JW Marriott Marco Island Beach Resort in Marco Island, Florida. Registration is tracking above prior years, so we anticipate record attendance. It’s not too late to make plans to attend. Don’t miss the chance to put your relationship building skills into action and learn a lot about our business too. Scan the QR code to find everything you need to know, including the complete conference lineup, exhibitor and sponsorship opportunities, golf, and trap shooting options.
In this season of Thanksgiving, I’d like to thank all the NRC leaders and staff who have helped me to learn and grow over the past 13 years, and all the countless people who’ve guided me throughout my career and my life. I look forward to connecting with you and first-time attendees in Marco Island this January.
“We aren’t just in this industry. We are this industry!”
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Custom Track Geometry Exceptions
Understanding custom track geometry exceptions and how the TTC applies them.
Matthew Dick, P.E., VP - Strategy & Business Development, ENSCO, Inc., Pueblo, CO
In 2024, the American Railway Engineering and Maintenance-of-Way Association (AREMA) Committee 2: Track Measurement and Assessment Systems achieved a signi cant milestone of having refreshed the entire 213-page Chapter 2 of the 2024 AREMA Manual for Railway Engineering. is update modernized and uni ed the chapter, making it an even more valuable resource for the railway community. e new structure is designed to allow for continuous expansion as technology in track and infrastructure inspection advances. One of the key additions to the chapter is Section 9.2, which provides guidelines for developing custom track geometry exceptions.
The chapter also clarified terminology, particularly the difference between an “exception” and a “defect” in track geometry. According to Chapter 2, an exception is a measured condition that exceeds thresholds identified by a system. A defect is confirmed after further inspection and requires corrective action. This article explains what custom track geometry exceptions are and highlights the role of the Transportation Technology Center (TTC) in understanding and applying them.
Regulatory Track Geometry Exceptions
The U.S., Canada, and Mexico each have their own federal agencies that define regulatory track geometry exceptions. In the U.S., the Federal Railroad Administration (FRA) defines these rules in
the Code of Federal Regulations (CFR) Part 213 Track Safety Standards. In Canada, Transport Canada (TC) oversees the Rules Respecting Track Safety. Mexico follows the Agencia Reguladora del Transporte Ferroviario (ARTF) rules, as defined in Norma Oficial Mexicana NOM-003-ARTF-2023.
All three countries’ rules have similar structures and define specific types of track geometry exceptions. Regulatory exceptions typically are an individual track geometry measurement that exceeds a threshold limit. An example is wide gauge exceeding the limit for a given class of track. However, there are also combination regulatory exceptions, which are instances of multiple individual track geometry conditions occurring in combination to cause issue. Typically, these combination regulatory exceptions are addressing vehicle/track interaction conditions incited by the unique track geometry condition, not identified by individual track geometry exceptions. An example is the FRA CFR 213.63 which has a provision to identify repeated crosslevel perturbations caused by staggered joints. This condition can cause harmonic rocking, which is a vehicle dynamics condition that can occur when a railcar’s truck center distance is similar to the joint spacing (typically 39 feet), and the vehicle’s speed is near its harmonic rocking resonance speed (approximately 18 mph). Historically, loaded covered hoppers with an approximate 39 feet truck center distance have had the highest risk of harmonic rocking due to their high center of gravity height, which makes it easier to rock side-to-side. A wheel climb derailment can occur when the track condition, truck center distance, and vehicle speed all have the specific conditions to cause harmonic rocking. By identifying and removing the track condition, it takes out one of the three requirements for harmonic rocking to occur. Another example of combination regulatory exceptions is the FRA CFR 213.65 Combined Track Alignment and Surface Deviations. This track geometry exception type identifies locations of where alignment
and profile track geometry conditions occur at the same location which can lead to risks associated with wheel climb and elevated loads into the rail.
In 2023, Canada introduced a new rule as part of the TC Rules Respecting Track Safety. Section C.8 Track Geometry Management Plan requires railways to define their own combination track geometry exceptions to identify risks related to vehicle/track interactions, particularly for covered hoppers using alignment and profile and risks associated to tank cars using alignment and crosslevel. This is similar to the FRA’s approach but allows railways to develop their own rules to address specific safety concerns.
Custom Track Geometry Exceptions
A custom track geometry exception type is a non-regulatory, railwaycreated rule designed to address unique safety risks. In 2017, AREMA Committee 2 began studying custom exceptions used by different railways. They found that all the participating railways had differing custom exceptions that dealt with the unique aspects of their own operations, often focused on preventing vehicle/track interaction problems. But it was clear that there was not a one-size-fitsall when creating custom exceptions. Instead, all the participating railways had found what addresses their own unique risk is their own custom exceptions. In essence, the railways had built their own performancebased rules, which focused on the end outcome (preventing derailments) while having the individual flexibility to achieve the goal for themselves.
As a result, the 2024 AREMA Manual for Railway Engineering Chapter 2 now includes guidelines for creating custom exceptions. One example of a custom exception is identifying track conditions that may cause tank cars to experience wheel climb in spirals. A unique aspect of tank cars is that they are torsionally stiffer than other railcar types which causes it to not conform to track twist as well, such as in spirals. Another example is top-chord buckling
of coal cars. The top-chord is the structural member of the carbody that runs the longitudinal top-edge of the coal car. A top-chord can buckle during harmonic bounce conditions caused by a combination of repeated profile perturbations, a truck center distance matching the spacing of the perturbations, and a vehicle speed matching its suspension harmonics (approximately 55 mph). The coal car bounces repeatedly and in a severe manner causing the top-chord to buckle, which sometimes can cause the rest of the coal car to buckle as well. Luckily, top-chord buckling is currently very rare since the remedial actions have been implemented of finding the track conditions and modifying at-risk coal cars. Also included in the Chapter 2 section is the procedure to create
custom exceptions. First, it is recommended that track measurement data be reviewed, often from a recent derailment. Next, vehicle dynamics simulations can be used to better understand the interaction occurring between the track and vehicle. Following simulations, an instrumented physical test can be done to confirm the vehicle’s response to the track condition. Next, the custom track geometry exception can be implemented on a Track Inspection Platform by deploying the exception detection algorithm. Then lastly, periodic review is recommended to ensure that the custom exception is performing as intended.
Track Geometry Test Tracks at the TTC
The TTC has three primary test tracks
with intentional track geometry perturbations used for assessing vehicle/track interaction. The first is the Precision Test Track (PTT) which has intentional combination track geometry conditions. These track geometry test zones are in accordance with the Association of American Railroads (AAR), Manual of Standards and Recommended Practices (MSRP), Section C – Part II, Chapter 11 ServiceWorthiness Test and Analyses for New Freight Cars. Each test zone looks at a specific vehicle/track interaction condition. Twist & Roll looks at repeating crosslevel conditions inciting harmonic rocking of a rail vehicle. Pitch & Bounce (Figure 1) has repeated profile conditions inciting harmonic bouncing of the railcar. Yaw & Sway is repeated alignment track geometry
Figure 1. Pitch & Bounce section of the Precision Test Track (PTT) at the TTC depicting repeated profile track geometry perturbations.The PTT Pitch & Bounce test zone was demonstrated at the 2024 TTC Conference and Tour on October 23rd.
conditions assessing lateral instability risk. The next test track is the Wheel Rail Mechanisms (WRM) track which has the Chapter 11 Dynamic Curving test zone. Dynamic Curving is known as one of the most difficult Chapter 11 tests because it includes combination crosslevel, alignment, and gage perturbations in a curve. Each of the Chapter 11 test zones are combination track geometry conditions which are targeting at-risk vehicle response conditions. The goal of Chapter 11 is to ensure that new railcar designs can safely navigate these particular track geometry conditions.
Not all vehicles experience the same combination track geometry conditions, which is why the HighSpeed Adjustable Perturbation Test Track (HS-APTT) at the TTC allows for adjustability of the track geometry to precise and unique conditions.
A detailed article on the HS-APTT and how it works can be found in the November 2023 issue of RT&S. At the 2023 TTC Conference and Tour, attendees had the opportunity to see the HS-APTT themselves, as shown in Figure 2. Attendees were able to see the adjustable slab track up-close and see the Ground Truth Measurement System used to verify the created track geometry conditions.
Conclusions
The TTC remains a valuable resource for the railway industry, offering a collaborative environment to address complex challenges such as combination track geometry conditions. With its specialized test tracks, the TTC helps railways understand and address vehicle/track interactions, including developing custom track geometry exceptions as recommended
by the AREMA Manual. At the 2024 TTC Conference and Tour, attendees witnessed this work firsthand, observing demonstrations on the PTT Pitch & Bounce test section using an autonomous track geometry measurement system.
For more information, visit www.ttc-conference.com.
Figure 2. Overview of 2023 TTC Conference and Tour attendees visiting the High-Speed Adjustable Perturbation Test Track (HS-APTT) used as an adjustable track geometry slab track to test various combination track geometry conditions and the response of rail vehicles.
History does repeatitself.Manyoftheseissuesarebrought tolifebyexploringexampleslearnedfrommitigatingvarious issuesandtacticsusedwhentheNYCTAassumedcontrol oftheBMTandIRTlines.
Thefiftheditionof TheRailroad:WhatItIs,WhatitDoes is evenmorevaluablethanbefore.Insideyou’llfinda comprehensivelookathowtoday’srailroadsfunction—from equipmenttoproceduresandmarketingtomaintenance.
SOLVED? A PROBLEM RAIL CORRUGATION:
Rail corrugation is a common phenomenon. It’s found on both freight and transit lines around the world. e mechanisms behind corrugation are well understood, and there are many tools and techniques available to mitigate and remedy corrugation and its underlying causes. But this hasn’t always been the case.
“When I started working on rail corrugation 45 years ago, we knew almost nothing about the causes,” Stuart Grassie, Principal of Rail Measurement Ltd. and Stuart Grassie Engineering Ltd., told delegates at the Wheel Rail Interaction 2024 Rail Transit Conference. “Today, I think it’s safe to say corrugation is a solved problem.”
Stuart Grassie has demonstrated that a system can be designed to be corrugation free.
By Je Tuzik
Some of the problems caused by rail corrugation are associated with a speci c form or frequency; shorter-wavelength corrugation tends to cause excessive noise, while longer wavelengths tend to transmit ground-borne vibrations into the track and surrounding structures. Regardless of the wavelength, all forms of corrugation are associated with accelerated fatigue damage to wheels, rail, and other vehicle and track components.
A seminal paper published in 1993 by Stuart Grassie (SL Grassie and J Kalousek, “Rail corrugation: characteristics, causes and treatments”, Journal of Rail and Rapid Transit, Procs of I mech E, 1993, 207F, 57-68), the recipient of Wheel/Rail Seminars’ 2024 Worth Award,
and Joe Kalousek, the now retired Senior Scientist at the National Research Council of Canada (and the rst recipient of the annual WRS Worth Award), de nes a mechanism for corrugation formation in which a wavelengthxing mechanism such as traction or friction generates dynamic loads which impart damage (wear) to the rail and, thus, alter the rail pro le. is creates a feedback loop where changes to the rail pro le and dynamic loads increase in magnitude over time (see Figure 1).
All wavelength- xing mechanisms are constant frequency phenomena — resonances and anti-resonances, Grassie said. e wavelength of the corrugation that appears on track is a function of train speed and the frequency
Photo Credit: Mike Yuhas
Stuart Grassie, Principal, Rail Measurement Ltd. and Stuart Grassie Engineering Ltd.
of the wavelength- xing mechanism. e reinforcement or repetition of this mechanism is why corrugation develops more quickly on transit lines, and especially on transit lines that use Automatic Train Operation (ATO), where there is little variance in train speed and handling (from train to train), he said.
Rail transit systems predominantly encounter four types of corrugation as classi ed by their wavelength- xing mechanism; these are P2 resonance, trackform-speci c resonance, pinned-pinned resonance, and rutting.
P2 resonance is the result of an un-sprung mass (primarily the wheelset mass) “bouncing” as it moves down the track. is type of resonance occurs in both ballasted and nonballasted track, and is heavily in uenced by the characteristics of the baseplate or undertie pads, or the ballast itself. e frequency of P2 resonance is typically 50-100 Hz. “Given average transit speeds, this gives rise to corrugation of a few hundred millimeters wavelength,” Grassie said. is type of resonance exists on all types of railways, but it doesn’t always form corrugation. is makes mitigation a challenging prospect. “Since P2 resonance is based on the trackform, if you get this wrong and later nd P2 resonance corrugation in one place, it means you’re going to get it everywhere,” he said.
Trackform-speci c resonance corrugation is something that has become increasingly common over the past 30 years and is particularly prevalent on some Chinese transit lines, Grassie said. Some of this corrugation is so severe that it causes plastic ow with the same periodicity as the corrugation (see Figure 2). is type of corrugation is also notable for developing very quickly. For example, Figure 3 shows a comparison between track with trackform-speci c resonance (A), and an adjacent track with a standard trackform (B). In only 57 days a er grinding, track A has developed corrugation of greater than 10 times the amplitude of that on track B.
“At this time, very little is known about why trackform-speci c corrugation develops, or why trackforms of the same general type don’t always corrugate,” Grassie said. And because the mechanism behind the corrugation isn’t well understood, no targeted preventive measures have been identi ed. ere are, however, some commonalities between sites that show severe corrugation of this type, notably the presence of a highmass baseplate combined with a resilient pad between the rail and baseplate; this combination can produce high dynamic loads that could be the culprit, he said.
Pinned-pinned (p-p) resonance corrugation
trackform-specific resonance corrugation. Note the plastic flow at the gage-corner.
is typically found on high-speed lines, and usually represents the highest frequency resonance (shortest wavelength) that gives rise to corrugation. is type of resonance occurs as a result of the rail vibrating between fasteners/ ties. Conceptually, the rail operates like a guitar string, and the fasteners like frets, Grassie explained. In this scenario, between the fasteners there is relatively easy movement of the rail under load, but at the fastener itself, the rail is much sti er. e cyclic dynamic loads that occur as wheels pass over points of varying sti ness initiate corrugation. “P-p resonance does appear on some transits like BART and London Underground, but it’s fairly uncommon in that environment,” he said. Finally, there is rutting. Rutting is a type of corrugation very common on transit systems, Grassie said. It is typically associated with the low rail in curves, but it can appear on the high rail as well. e wavelength- xing mechanism for this type of corrugation is exural resonance of the wheelset. Due to the fundamental design
of wheelsets rigidly attached to axles, there is a resonance inherent to the bending of the axle. is resonance is typically in the 100-Hz range (similar to P2 resonance). e reason this type of corrugation typically manifests in curves is that lateral creep and high angle of attack are typically responsible for exciting exural resonance. As a result, techniques that improve steering and reduce lateral creep forces, like optimized wheel and rail pro les, also help to mitigate rutting. However, the most successful mitigation measure is the use of friction modi ers, he said. Friction modiers reduce the stick-slip action of wheels navigating a curve and reduce the overall excitation of wheelset exion. While this doesn’t eliminate the resonance, it signi cantly reduces the damage it imparts.
Grassie’s recent work on the Kajang Line of Kuala Lumpur’s Mass Rapid Transit (MRT) (see Figure 4) represents a culmination of corrugation mitigation theory and praxis — a corrugation-free rail line. is is particularly
Figure 1 . The basic mechanism of corrugation formation.
Figure 2. Severe
Figure 3. Measurements taken 2 months after grinding show that track (A) has significant trackform-specific corrugation while the adjacent track (B) does not.
4.
noteworthy because the Kajang line has several features that are conducive to corrugation formation, including:
• Tight curves of up 150-meter radius (~11.7 degrees), o en at station exits and approaches.
“A train under full traction in a 150-meter curve is a challenging scenario when it comes to corrugation,” Grassie said. is, combined with little-to-no variation in traction, speed, or braking due to ATO is a combination of factors all but guaranteed to cause corrugation in the absence of mitigation e orts.
e Kajang Line project was also uniquely challenging in that the track speci cation included stipulations that the contractor(s) produce a report indicating they had “considered all known corrugation forming mechanisms and taken due mitigation measures for each” and that “where corrugation mechanisms are discovered due to omission or error […] they shall be recti ed by the contractor at his own expense.” From a practical standpoint, the stipulations meant that the contractor was responsible for mitigating corrugation in the design, construction, and operation phases of the project. “I haven’t seen requirements like these in a contract before or since,” Grassie said. e results of previous studies also helped guide trackform selection for the Kajang Line, including one conducted for the Transportation Research Board in the 1990s (see: SL Grassie and JA Elkins, “Corrugation on North American transit lines”, Vehicle System Dynamics Supplement, 1998, 28, 5-17 and BJ Brickle, JA Elkins, SL Grassie and SJ Handal, “Rail corrugation mitigation in transit”, Research Results Digest, Transit Cooperative Research Program, National Research Council, USA, number 26, June 1998). In this project, it became apparent that the presence or absence of P2 resonance corrugation depended critically on the sti ness of the trackform. From data on four North American transit systems, it was deduced that P2 resonance corrugation did not occur on trackforms with a support sti ness of less than 40MN/m per meter of track. ese ndings were con rmed in another study undertaken on London Underground, in which a section of track between two stations was of particular interest because it had both a traditional trackform (timber ties cast in concrete) and a very-resilient trackform (Pandrol Vanguard) abutting one another. P2 resonance corrugation was pronounced here on the traditional trackform but absent on the section with the Pandrol Vanguard fastening system (see Figure 5).
e TRB study looked at the presence or absence of P2 resonance corrugation on four systems with varying fastener sti nesses, damping, and spacing. ese results showed that sti er trackforms were more likely to
Figure
The Kajang Line of Kuala Lumpur’s Mass Rapid Transit is highlighted in green.
develop P2 resonance corrugation, Grassie said. e study concluded that in general, a fastening system sti ness of 40 MN (meganewtons) per meter, per meter of track (40MN/m2) or less should not be at risk of inducing P2 resonance corrugation.
Prevention of trackform-speci c corrugation on the Kajang Line largely came down to experience and engineering judgement, Grassie said. It was also important not to inadvertently replicate any of the speci c conditions known to be associated with trackform-speci c resonance. “ is hasn’t been tested before, so in some ways Kuala Lumpur was an experiment,” He said, “It worked, but that’s a very expensive experiment to get wrong.”
Based on this data and experience, two trackforms were selected for the Kajang line.
e Pandrol Vipa was selected as the “standard” trackform. It was con gured to have a high-sti ness rail pad between the rail and base plate, and a relatively low-sti ness baseplate (installed under the base plate). For noise-sensitive sites, the Pandrol Vanguard was selected. e Vanguard supports the rail by the web, rather than the foot, and thus has a very low vertical sti ness. Additionally, previous studies have shown that the Vanguard has a negligible e ect on P2 and trackform-speci c corrugation, Grassie said.
Avoiding p-p resonance was a more straightforward task. e primary variables at play are the bending sti ness of the rail and spacing of the fasteners. “ e goal is to ensure that the p-p resonance is su ciently high so that any corrugation that developed would have a wavelength of similar size to the contact patch,” Grassie said. In practical terms, this means that getting the p-p resonant frequency to 20mm or below (the size of the contact patch) e ectively eliminates the potential corrugation. As an example, for a train traveling at 100km/h on standard 60kg/m rail, a fastener spacing of 0.7m (or less)
5. The upper-left graph shows resonances at high (red) and low (yellow) wavelengths on traditional trackforms. The lower-right graph shows resonance only at low wavelengths on a very-resilient trackform.
is su cient to eliminate p-p resonance corrugation, Grassie said.
Because the Kajang Line has so many sharp curves, especially near stations, it was suspected
that rutting could develop. Altering the geometry of the track wasn’t an option, so Grassie’s proposal was to wait until the line went into service and then, if rutting developed, to target
Figure
Figure 6. The fastener systems selected for the Kajang line. Pandrol Vipa (left) and Vanguard (right).
Figure 7. Corrugation data taken after 2 years of revenue service tra c. The upper-left graph shows surface roughness in the 30-100mm wavelength range; note that the peak in the spectrum at 10mm is the result of residual grind signature and periodic peaks are from welds, which are (which are exaggerated by the scale of the graph). The lower graph shows 1/3rd octave band roughness compared to acoustically-ground rail.
only the a ected sites with wayside friction modi er installations. us far, no rutting has developed, and no friction modi er applications have been necessary.
As the design and build phases of the Kajang Line project came to an end, Grassie’s team established nine sites to monitor potential corrugation development. Monitoring occurred twice annually, starting before the introduction of revenue service tra c, and continued for two years of revenue service. e monitoring sites were chosen based on characteristics conducive to corrugation formation (station exits, sharp curves, high speeds, and steep gradients). All sites were 500m long and included locations with both trackform—Vipa and Vanguard (see Figure 6).
e results from one of the sites are indicative of the e cacy of Grassie’s work. is site
includes several sharp curves, a transition from tunnel to elevated track, a station exit, and both trackforms. A er two years of service tra c (25 MGT per year), the site showed insignicant corrugation. Corrugation Analysis Trolley (CAT) readings of surface roughness showed results mostly in the +/- 10-micron range (see Figure 7). e lower graph shows 1/3rd octave band roughness curves for the site a er two years of tra c, compared to an example acoustically-ground rail. “A er all this tra c, we have rail that’s as smooth as acousticallyground rail,” Grassie said.
Figure 8 shows 2 years of surface roughness data from all nine sites for di erent wavelength ranges: 10-30mm, 30-100mm, and 100-300mm. For each wavelength range, all sites remained below the surface irregularity threshold for acoustically-ground rail (4
A New Perspective to Track Measurement
microns RMS, 4 microns RMS (root mean square), and 12 microns RMS, respectively).
“As far as I’m aware, this is the rst and only time a metro system has been built with a requirement that no rail corrugation should occur,” Grassie said, “much less done so successfully.” Monitoring a er two years of heavy service tra c indicates that not only is a corrugation-free rail line possible, but that the criteria for design and construction are not especially onerous. e success of the Kajang Line was built on decades of experience and knowledge gleaned from hard-won battles with rail corrugation in all its forms. It’s also a testament to the importance of all parties — the trackwork contractor, transit agency, consultants, and sub-contractors working collaboratively and pulling in the same direction. “Mitsubishi [the trackwork contractor]
8. Surface roughness data from all 9 Kajang line sites at di erent wavelengths. All show less roughness than a typical acoustically-ground rail.
deserves a lot of credit for having faith in our proposals,” he said. When all these factors fall into place, it appears that corrugation is a solved problem.
Eric Magel, Principal of EM-WRI Consulting Inc., and former Principal Engineer at the National Research Council of Canada, and internationally recognized expert in wheel/ rail interaction and remediation made note of the accomplishments on the Kuala Lumpur system. As a consultant examining maintenance and wheel/rail-related issues on Kuala Lumpur’s Kajang Line, Magel noted that despite
some issues, the system had no corrugation. “I was frankly astounded,” he said, “Corrugation is usually everywhere.” But through measuring and modeling numerous components, their masses, sti ness, resonances, and other parameters, he said, Stuart Grassie demonstrated that a system can be designed to be corrugation free.
Interface
Journal
Figure
Was the derailment caused by a previously run-through switch? Or was the switch out of adjustment?
Brad Kerchof
Mechanical, transportation and maintenance-of-way supervisors have been arguing over derailment causes for as long as wheels have been rolling o the rails. And one of their most frequent disputes involves switch point wheel climb derailments in a yard or industrial track. “ at switch was run through!” claims the track supervisor, trying to avoid criticism of his department’s switch inspection and maintenance. “No way! e switch was gapped because it was out of adjustment!” answers the trainmaster, trying to avoid the repercussions of his train crew committing a rule violation. Sound familiar?
Determining whether a switch has been run through is a straight-forward process, provided you know what to look for.
What happens when a switch is run through?
First, let’s identify a run-through switch: It occurs when equipment trails through switch points that are lined for the opposite route. And from the perspective of the components that make up a switch –in particular, the rods, clips and switch stand – it is a traumatic event. The switch points are forced from one stock rail toward the other – a distance close to 5 inches (the typical switch point opening).
And this movement must be absorbed by the switch components.
Depending on whether the switch was run through in tension or compression (more about this in a bit), the deformation of the components could be mostly elastic, such that after the wheel load is removed, the connecting and switch rods spring most of the way back to their original shape. Or the bending of the rods or the twisting of the spindle could be mostly permanent. It is the permanent deformation that results in the point gap and provides the evidence you need to show that the switch was run through.
In contrast, a wheel climbing a switch
1: When a switch is run through, the points are forced from one stock
point that has not been run-through may or may not result in a point gap. If the wheel rides on top of the point or stock rail, there will not be a gap. But if the wheel ange is forced down between the back of the point and the stock rail, there may be a narrow gap.
Does the width of the point gap indicate a run-through switch or a wheel climb?
If a switch was run through, the point will typically gap between 1/2 and 1 inch. If track conditions are poor -- say, the switch has bad head block ties or rods have worn bolted connections, the point gap could
2: When a wheel climbs a switch point, the flange may force its way down between the point and the stock rail, prying the point open the width of the flange – about an inch. Only part of this displacement is permanent.
Figure
Figure 3: This switch has been run through; the point gap measured 1 inch. NS File Photo.
Figure
rail toward the other – a distance close to 5 inches.
be on the lower end of this range (because some of the switch point displacement will be absorbed by the moving switch stand or sloppy connections).
If the switch was not run through, but instead su ered a wheel climb, the point will typically gap between 0 and 1/2 inch. e stand may be hard to throw to the opposite side, but you should still be able to latch it.
Why is it useful to know whether the switch was run through in normal or reverse position?
e switch position tells us whether the rods were put in compression or tension.
• Compression – when the switch points are forced toward the switch stand
• Tension – when the switch points are pulled away from the switch stand
Different components sustain damage depending on the direction of the run through.
Switches run through in compression result in bent switch and connecting (operating) rods and maybe a slightly twisted spindle.
Figure 5: The connecting rod has been bent both horizontally and vertically due to compression. The no. 1 switch rod is also bent - note space between top of the rod and the bottom of the stock rail. NS File Photo.
Figure 6: Under compression, the no.1 switch rod was bent up in the middle. Note indications of bending strain on top of the rod –dislodged dirt and rust and the bluish tint.
Figure 4: This switch point su ered a wheel climb; the point gap measured 1/2 inch.
When a switch is run through in tension, the rods typically handle the load without deforming. It is the switch stand’s spindle that sustains most of the damage.
What makes diagnosing a run-through switch easy?
Excellent track conditions, including good head block ties, no-slop bolted connections and tight stock rail braces. A tight switch means that components are more likely to bend or break when the points are forced toward the opposite stock rail.
What makes diagnosing a run-through switch difficult?
Poor track conditions, such as head block ties that allow switch stand or plate movement, and loose bolted connections (between switch points and switch rods or between rods). When the points are forced toward the opposite stock rail, a shifting switch stand or loose connection will absorb some of that movement, reducing the permanent damage sustained by the components (and leaving less evidence that the switch was run through). Something else that can complicate an investigation — damage from a previous run-through event that was not 100% repaired. This situation prompts the question, are you looking at old or new damage?
If a switch has been run through, is it a sure thing that the next facingpoint move will derail?
A question frequently asked by transportation managers: If the switch was run-through, then how did a number of locomotives and cars successfully traverse the damaged switch before a car deep in the cut climbed the point and derailed? Well, the answer is, it depends… on the width of the point gap and the tracking position of approaching wheelsets.
Figure 9 shows the first wheel to make a facing-point move after the switch has been run through. Because of the wheelset’s tracking position, this wheel passed on the front side of the switch point. While doing so, the wheel pushed the point closer to the stock rail, closing the gap from 3/4” to 3/8”. The point shift reduced the likelihood that following wheels would climb the point. Worth noting: This point shift will not bend components back to their original shape.
Figure 7: This spindle has a slight twist, typical of a switch run through in compression, when most of the switch point movement is absorbed by the rods. NS File Photo.
Figure 8: This spindle has a significant twist, indicating that the switch was run-through in tension, when most of the switch point movement was absorbed by the spindle. NS File Photo.
Figure 9: The first facing-point move over a switch that has been run through will not necessarily derail. This wheel cleared the point successfully.
Key to your investigation: Try lining the switch to the opposite side Wheel climb caused by a switch out of adjustment (or a worn point) may result in a slight point gap, produced by the slight deformation of switch components. The switch stand may be hard to throw to the opposite side, but you should still be able to latch it.
In contrast, a run-through switch results in a slightly wider point gap that is produced by more significant damage to the switch components. And this damage is significant, such that an 800-lb. gorilla could not latch the switch on the opposite side.
So if you nd the switch point gapped and suspect a run-through, try lining the switch. Assuming the switch is in good condition:
• If you cannot latch the switch stand handle, you have a strong argument for a run-through switch.
• If you can latch the handle, even with significant effort, you will have a more difficult case to make; you may have to take the cause as switch out of adjustment.
Supplier
Figure 10: Trying to line a switch stand to the opposite side after it has been run through is usually impossible — the rods and spindle will be bent or twisted enough that the handle cannot be latched.
Goldschmidt Sweden provides a comprehensive range of road-rail vehicles to the railroad industry.
TRUCKING KEEP ON
These specialized vehicles are equipped to travel on the rail.
By Jennifer McLawhorn, Managing Editor
With steel guide wheels that allow these vehicles to travel along the right-of-way, trucks and Hi-Rail equipment are in the spotlight. Seven companies in the rail and track supplier industry have showcased their best.
Custom Truck One Source has over 70,000 square feet of dedicated production and service facilities and is equipped to support its customers effectively. With its partnership with Load King Manufacturing, it allows Custom Truck to build Class 1 approved truck bodies on-site, ensuring precision and top-quality craftsmanship.
Custom Truck tells RT&S, “Our on-site paint booth, test track, and nationwide network of 40 production centers ensure quality and efficiency.” Its offerings include sales and rental of top-tier equipment like Material Handlers, Section Trucks, and Rotary Dump Trucks.
Additionally, its dedicated parts facility stocks all major Hi-Rail and Crane parts, ensuring same-day shipping for
quick delivery.
With competitive pricing and extensive inventory, it minimizes downtime and maximizes support. The recent expansion of the FW Rail Parts facility doubled its capacity to 3,200 square feet, enhancing inventory variety and shipping speed.
Danella’s Hi-Rail Bridge Inspection Truck gives crews the capability and flexibility to conduct rail bridge inspections safely, effectively, and efficiently. The truck features an Aspen A-30R lift with outstanding reach, range, and maneuverability and is designed to operate safely on the rails.
“At Danella, we specialize in renting the equipment you need to operate effectively and safely. Inspecting a railroad bridge poses challenges and risks. Our Hi-Rail Bridge Inspection Truck is designed to allow your crews to operate safely on the rails. The truck features a high-performance lift to inspect all areas of the bridge properly and is equipped with rail gear to operate safely on the rails.
“Danella backs every one of our
Rosenqvist’s Hi-Rail attachment features the EQ Axle system, the most advanced bolt-on hi-rail attachment available.
vehicles with superior maintenance and service for performance you can trust.” says Steve Bolte, Danella’s VicePresident of Business Development for North America.
Safety on the rails is always a priority at Danella. This truck is designed to operate safely on the rails and is serviced and maintained for optimum performance and safety on every job.
Omaha Track Equipment offers Ford F250 Hi-Rail pickups that are fully equipped and ready for immediate delivery. These trucks are built tough to handle both highway and rail work, making them ideal for rail maintenance, inspections, and various utility tasks.
Its F250 Hi-Rail trucks are designed with safety, durability, and efficiency in mind, giving crews the flexibility to move from road to track with ease. Each truck is outfitted with top-quality Hi-Rail gear, ensuring they can tackle the demands of rail work without compromise.
Omaha Track’s commitment to quality ensures that every pickup meets the high standards necessary to
Delivering 51,000 lbs of tractive e ort, Brandt’s R5 OTM Power Unit can pull up to 3 million lbs on
support rail operations. In addition to its Hi-Rail trucks, it also has Liebherr excavators available. These heavy-duty machines are known for their performance and versatility, perfect for projects that require excavation, lifting, or material handling.
Whether for rail maintenance or construction, Liebherr’s equipment is designed to help teams get the job done efficiently and effectively. Both Omaha Track’s Hi-Rail pickups and Liebherr excavators are ready to go, eliminating delays and ensuring teams can stay on schedule.
Mitchell’s bolt on Flexiride® Rail Gear, featuring a 4-wheel independent suspension, automatic flip up rail sweeps, and hydraulic safety locking system, has made significant strides in light-duty rail gear for Class 1 to Class 5 trucks, including RTV vehicles. Truck manufacturers often maximize every inch of space for essential equipment, leaving minimal room for rail gear components like power units, hydraulic valves, and electrical systems.
Additionally, compliance with FRA requirements—such as reverse railroad lighting and motion alarms—adds further complexity to installations. As a result, each rail gear installation
is unique, complicating servicing and increasing costs for truck owners wishing to transfer rail gear to newer vehicles.
To tackle these challenges, Mitchell has developed a mounting system that efficiently accommodates all hydraulic and electrical components. Included in this system is a pre-engineered hose kit for easy installation, along with a standardized wire harness that simplifies connectivity across all necessary equipment—truly making it plug-and-play. The wire harness seamlessly connects to the mobile control valves, front brake lights and rear headlights and is equipped with a 3-5 second motion alarm.
It also features pre-wired rail shunts and automatically disconnects the road backup alarm when the rail gear is deployed onto the railroad track. Activation is effortless, occurring automatically via a wireless handheld remote control when the rail gear is lowered. Importantly, there are no wires running inside the vehicle, enhancing safety and simplifying maintenance.
The Brandt R5 OTM Power Unit is redefining efficiency in railway material handling. Paired with the OTM Tracker system, it offers unmatched
versatility and power. This highwaycapable unit transitions from road to rail in under three minutes, making it ideal for maintenance of way (MOW) jobs like handling ties, crossing planks, and tie plates. Its lift deck safely hoists the 40,000 lb OTM Tracker onto railcar gondolas, maximizing productivity.
Delivering 51,000 lbs of tractive effort, the R5 can pull up to 3 million lbs on rails, ensuring smooth operations. With off-road transmission and tridem drive axles, it provides the power and torque needed for highway speeds up to 65 mph and on-rail speeds up to 30 mph.
The R5 in also includes stabilizer clamps for increased safety, with easy access to critical components for quick maintenance. With exceptional durability, reliability, and ease of operation The R5 OTM Power Unit is built to excel in any condition, making it the ultimate railway material handling solution for your operation.
Industry-Railway Suppliers is the exclusive U.S. distributor for Rosenqvist machines and attachments and a leading North American supplier of AREMA track tools, heavy railroad equipment, and mechanical shop tools. Rosenqvist has been designing and manufacturing rail handling
Photo Credit: Brandt
rails, ensuring smooth operations.
solutions for over 30 years, contributing to rail infrastructure in more than 25 countries.
Rosenqvist’s Hi-Rail attachment features the EQ Axle system, the most advanced bolt-on Hi-Rail attachment available. Its patent-pending floating design ensures all four wheels remain in contact with the rail, providing superior stability and traction, significantly reducing derailment risks.
The EQ Axle also enables continuous self-adjustment, distributing the working load evenly across all four wheels, which decreases the chance of overloading a single wheel and enhances safety. The EQ Axle’s modular design adjusts for multiple rail gages and supports excavators up to 20 tons. It offers a 2-speed hydraulic drive and options for 2- or 4-wheel drive and braking, improving performance and safety.
As part of the Goldschmidt Group, Goldschmidt Sweden (formerly SRS Sjölanders) provides a comprehensive
range of road-rail vehicles to the railroad industry.
With over 20 years of experience serving the North American market, it has built strong relationships with
many Class 1 railroad companies as valued customers with over 30 vehicles currently in use throughout North America. Its commitment is to continuously enhance its products, drive
Danella’s Steve Bolte tells RT&S the Hi-Rail Bridge Inspection Truck allows crews to conduct bridge inspections safely.
efficiency, and meet the evolving needs for spare parts, we teamed up with
Custom Truck and Falcon, ensuring even greater accessibility to our products and services across the region. All sales are now handled through these trusted partners,” Goldschmidt Sweden tells RT&S.
Backed by reliable road-rail vehicles, local partnerships, and the expertise of the Goldschmidt Group, it is wellequipped to support challenges.
The versatility of trucks and Hi-Rail equipment cannot be understated. By offering these vehicles and other related equipment, this area of track maintenance enables crews to navigate both the road and the rail, allowing for workers to complete a variety of tasks. As such, these trucks will continue to remain an essential part of the rail supplier industry for years to come.
The market for trucks and Hi-Rail
RAILWAY INTEGRITY
A Dive into the Rail Supplier Industry’s Track Geometry and Inspections Market
Ayear-round procedure in rail and track maintenance, track geometry inspections must be completed with up-to-date technology. Properly aligned and maintained tracks are crucial for ensuring safety and operational efficiency. Identifying potential flaws or defects is one of, if not the absolute, best preventive
By Jennifer McLawhorn, Managing Editor
measures against derailments. What follows is a dip into the market to see what the newest technologies are.
The primary indicator of track condition is its geometry, often evidenced by poorly performing track prompting the need for quality improvement. Track geometry encompasses the lines, curves, and angles defining the
track’s position within the right-ofway. Data collected from Track Geometry Measurement Vehicles (TGMVs) offer an objective assessment of track roughness. By comparing track geometry data over time, one can quantify track performance and deterioration rates. Key factors contributing to track geometry maintenance include ballast
Plasser American’s PRMS is a compact, accurate, and high-speed system that can be configured to measure geometry, half rail profile or full rail profile.
and drainage conditions. Analyzing the vertical profile geometry channel over successive inspections enables evaluation of track ballast and drainage conditions. Loram has developed “heat plot” that represents geometry roughness using a color scale, with cooler colors indicating smoother geometry and hotter colors indicating rougher geometry. This visualization aids in studying time, distance, and roughness in a 2D view. Loram provides Ground Penetrating Radar (GPR) and Lidar measuring services, along with data analysis for condition assessment. Their proprietary analysis tool, “Rail Doctor,” integrates GPR/Lidar data with TGMV data, offering insights into the root causes of track performance issues. GPR data continuously measures track substructure
conditions, including ballast fouling, subsurface moisture, and layer thickness and configuration. Integrating information from track geometry, GPR, Lidar, and right-of-way scanning provides a comprehensive view of line health. This integrated data, presented intuitively, is valuable for track maintenance management and renewal planning. The Rail Doctor output guides railways in understanding maintenance needs, planning activities, and budgeting. Loram’s analysis recommends areas for tamper application, ballast maintenance, drainage improvements, and other necessary actions for healthier track. In the new generation of substructure maintenance management approach, Loram will offer a suite of advanced technologies for rail infrastructure management, including
remote controlled autonomous data collection, remote QC and QA, enhanced positioning, tools tailored for large-scale data collection projects, and AI-based GPR data analytics integrated into Rail Doctor.
Holland’s Argus® technology enables precise geometry inspections across various applications, from TrackSTAR® track strength testing to portable inspections and locomotive UGMS (Unattended Geometry Measurement Systems). The latest update to its portable track inspection systems includes Argus 2.0, which is more resilient to harsh environmental conditions. The portable Track Inspector system offers four software applications, delivering real-time gage measurement, full track geometry, and rail profile. These
Photo Credit: Graw, a part of the GoldSchmidt Group
software applications operate autonomously, with operator supervision, or in “heads up” mode, providing realtime defect notifications based on the operator’s experience. The Argus Track Inspector features a non-contact encoder, making it a plug-and-play track measurement technology deployable from a conventional tow hitch receiver. Another update to the Argus 2.0 system includes the adjustable hitch insert that fits all standard hitches with no modifications. The Argus UGMS facilitates track measurement at operational speeds under load conditions, ensuring uninterrupted revenue service. This year, Holland combined these two -track inspection applications to make a first-of-its-kind, real-time, automated, and autonomous inspection system a
reality on the Fox River Car. This project was unique as it combined the real-time aspect of Holland’s portable inspection systems to show data and track geometry defects to audiences on the rail car and utilized autonomous functionalities of the Holland UGMS system, such as no operator needed to locate measurements, process defects, or generate reports. This system also features a noncontact encoder to provide improved accuracy and less maintenance to the system itself.
The latest addition to RailWorks’ Maintenance of Way tools is its Track Geometry fleet sporting an all-inone Portable Laser Profiler System for measuring track geometry and rail profile on any hitch-mounted Hi-Rail vehicle. The unique assembly includes a wireless connection and requires no permanent changes or installation on a Hi-Rail vehicle. RailWorks’ footprint and vast equipment fleet across the United States and Canada allow it to quickly respond to customers’ needs providing a Portable Laser Profiler System that can be quickly deployed on any vehicle platform and provide real- time track geometry results. Operating this system allows users the flexibility to inspect track in limited track windows and in short notice while providing pinpoint GPS and accurate data on track conditions. RailWorks customized inspection service and the ability to provide immediate feedback on track conditions utilizing their current Track Geometry Hi-Rail fleet or operating a Portable Laser Profile System allows RailWorks to respond to all market demands. RailWorks focuses
on providing the best-in-class service and reporting software to demonstrate the value of utilizing technology that leads to actionable decisions on railroad and track construction operations. RailWorks is invested in providing leading technology and software to support its customers’ needs to present the best results in a data-driven industry.
ENSCO’s Comprehensive Track Inspection Vehicle (CTIV) is a stateof-the-art platform that surveys thousands of miles each year, providing services for a wide range of operations, including freight, transit, industrial, and short line railroads. The Ford F750 hi-rail truck is equipped with an extensive array of advanced inspection technologies, offering a comprehensive view of track conditions. Key features include, but are not limited to, track geometry, rail profile analysis, LiDAR, and machine vision systems that capture critical track components in continuous high-definition images, enabling data-driven decision-making. By collecting thorough track data, railroads can address high-risk areas and, more importantly, through conducting multiple surveys, shift from reactive to predictive maintenance strategies. This approach helps to identify potential issues before they pose safety risks. The CTIV facilitates targeted maintenance, ensuring that railroads maximize their investments by focusing resources on areas requiring attention, ultimately improving infrastructure longevity and operational safety.
Plasser American Corporation’s Plasser Rail Measurement System (PRMS) is a compact, accurate and
The Trackscan Profile TSP trolley is a push-type trolley and was designed to accurately and e ciently assess track geometry.
RailWorks has an all-in-one Portable Laser Profiler System for measuring track geometry and rail profile on any hitch-mounted hyrail vehicle.
high-speed system that can be configured to measure geometry, half rail profile or full rail profile. PRMS is equipped with an inertial, non-contacting design based on a navigational solution. The system measures all parameters at speeds ranging from 0 to 150 mph. The core of the Plasser measurement system is designed for expansion, enabling seamless integration of over 50 existing measurement systems. Taking it one step further, Plasser’s tried and tested software facilitates sharing that high-speed geometry data with Plasser surfacing equipment to maximize maintenance efficiency. When it comes to Plasser’s track geometry solutions, there are many possibilities for deployment. PRMS can be installed on Hi-Rail trucks, Maintenance of Way equipment, revenue consists including locomotives and Geometry Cars. Install and operate the systems on your vehicles or rely on Plasser’s ever expanding contracting services. Alternatively, opt for an autonomous operation for continuous measurement and easy data access via Plasser’s cloud services.
Graw, a part of the Goldschmidt Group, offers a range of measurement products for both track and wheel measurements including static measurement devices, trolleys and powered vehicles with systems already
THE PRIMARY INDICATOR OF TRACK CONDITION IS ITS GEOMETRY, OFTEN EVIDENCED BY POORLY PERFORMING TRACK, PROMPTING THE NEED FOR QUALITY IMPROVEMENT.
in use in North America. The Trackscan Profile TSP trolley is a major advancement in railway track maintenance. This push-type trolley was designed to
accurately and efficiently assess track geometry, including gauge, cant, alignment, and twist, as well as measure the rail head profiles. These measurements are crucial for ensuring safe and smooth railway operation. The TSP trolley precisely identifies track irregularities, allowing maintenance teams to address potential problems before they become major safety hazards. This proactive approach helps prevent derailments, ensuring the safety of passengers and cargo. The trolley’s design enables continuous measurement of track geometry at walking speed. Automated data collection and analysis features further enhance efficiency, saving time and resources while reducing the risk of human error. Dedicated software processes and analyzes the collected data, providing maintenance teams with detailed reports and visualizations of track geometry. This information helps prioritize maintenance activities, optimize resource allocation, and track the effectiveness of repairs, improving the overall efficiency and cost-effectiveness of railway maintenance operations.
Photo Credit: Holland
Holland’s latest update to its portable track inspection systems includes Argus 2.0, which is more resilient to harsh environmental conditions.
Message From The President
BILL RIEHL AREMA President 2024
An interesting conversation happened this week as I considered topics for this article. e Utility Arborist Association (UAA) reached out to see if we would be interested in writing an article about AREMA for their newsletter. We agreed of course.
Like AREMA, the UAA is a professional association. However, their focus is narrow when compared to AREMA. ey have over 5,000 individuals with “an interest in and a commitment to the maintenance of trees and other vegetation for the purpose of ensuring the safe and reliable distribution of energy, including electric, oil and gas, to business and residences.” While we do not usually consider railroads to be utilities, we do have some 190,000 miles (Bill Riehl’s best guess) of right of way in North America and we share the same vegetation management needs as our utility colleagues. With their membership, the UAA promulgates standards and best practices ranging from Tree Worker Safety (ANSI Z133) to Scheduling, Optimum Cycle and the Cost of Deferring Maintenance. A quick visit to their website shows a wealth of information that could be of value to the managers charged with controlling vegetation on our rights of way.
Turning to the , vegetation management is covered in Chapter 1 – Roadway and Ballast, Part 9. e topics include preparing to evaluate a vegetation control plan and others and are covered in 20 pages including glossary and commentary. While this part gives great detail about the state agencies involved in the regulation of vegetation control programs, there is only one reference to related professional associations. at mention is in the Commentary
and is for the Weed Science Society of America as a resource.
When you consider the value to the industry, it is impressive what the AREMA Membership creates through the work of AREMA’s 30 Technical Committees. e AREMA Publications and Educational o erings cover the breadth of the railway infrastructure engineering, construction, and maintenance. And we do it with a mere 5,900 members. Imagine how we could grow that value to the industry if we had those 5,900 members dedicated to just one part of one chapter. But is that necessary?
An ongoing discussion within the AREMA leadership is how do you de ne manual health. At a foundational level, we can de ne manual health by the currency of the material. For instance, if someone looks at a table of agency contact information that includes what appear to be individual email addresses, they may think this is excellent information. However, if they see that the table is dated 2015, they may begin to question the value of the information. Past President Hudak understood this and drove home the need to ensure the material we produce is current. e committees responded and the manual currency is better than it has been in decades. However, should we stop there?
Another view of manual health is relevancy. at is a much larger conversation and opinions are varied. One idea is for AREMA publications and education to be a one stop shop for all the engineering knowledge necessary to build a railroad and all of its appurtenant systems from scratch. Alternatively, railroad engineering can be viewed as the application of engineering principles already established in the engineering community at large. Under this view, AREMA publications and education should focus on those elements that are inherently railroad.
To pick on a Chapter 1 topic, should we tell the engineer how to size and design a culvert, or should we assume the engineer knows how to design a culvert and we merely need to provide the recommendation for the storm magnitude for sizing and live loads for design? How you answer this question has a signi cant impact not only on the manual content but on the resources required to create and maintain that content.
So, let’s circle back to our colleagues in the UAA. If they have 5000 industry professionals focused on vegetation management, what content and education are we going to be
PROFESSIONAL DEVELOPMENT
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able to develop that is more comprehensive than their materials? Probably not too much. However, what our professional railroad engineers need to know is how to apply UAA best practices in a railroad environment to achieve our goals for safe and e cient train operations. We can achieve this through collaboration between the two associations. Building AREMA/UAA cooperation could be bene cial to the membership of both associations and
2024 MEETINGS
NOVEMBER 21
Committee 12 - Rail Transit Virtual Meeting
DECEMBER 19
Committee 12 - Rail Transit Virtual Meeting
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 20
Committee 12 - Rail Transit Virtual Meeting
MARCH 4
Committee 4 - Rail Jacksonville, FL
their recommended practices. I imagine there already may be some overlap in membership since I see there is overlap in the suppliers that participate in our Expo and that advertise in UAA publications.
Obviously, this article has been centered on Chapter 1 topics, but I think you can see the conversation applies across both the and the . e
challenge before us is to look for those opportunities to avoid reinventing the technology (wheel) and focus on how we better utilize the technology in safe and e cient railroading.
I would love to hear your feedback on this topic. Better yet, I would love to see your interest turned into committee action that creates even more value for the industry in terms of more current and relevant recommended practices and education.
UPCOMING COMMITTEE MEETINGS
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
APRIL 29
Committee 30 - Ties and Fasteners Pueblo, CO
MAY 5-7
Committee 5 - Track Seattle, WA
MAY 15
Committee 12 - Rail Transit Virtual Meeting
MAY 20
Committtee 9 - Seismic Design for Railway Structures Chicago, IL
Join a technical committee
MAY 21
Committee 28 - Clearances Fort Worth, TX
MAY 22-23
Committee 8 - Concrete Structures & Foundations Tucson, AZ
JULY 30-31
Committee 7 - Timber Structures Overland Park, KS
AUGUST 21
Committee 12 - Rail Transit Virtual Meeting
SEPTEMBER 14
Committee 14 - Yards & Terminals Indianapolis, IN
SEPTEMBER 17-18
Committee 39 - Positive Train Control Indianapolis, IN
NOVEMBER 12
Committee 28 - Clearances Virtual Meeting
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.
Thank you for attending the AREMA 2024 Annual Conference & Expo in Louisville; we hope you had an excellent experience. If you registered as a full Conference Attendee, On Demand access is now available for you to gain even more PDH credits.
Unlock the essential resource for designing steel railroad bridges with 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.
Registration is open 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.
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, 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 longterm success. Visit www.arema.org/careers to post your job today.
Louisville & Indiana Railroad Company Hosts Tour for Student Attendees of the AREMA Annual Conference & Expo
AREMA Committee 24 - Education & Professional Development Student Activities at Conference Program Lead -Aaron Dean
As part of the AREMA Annual Conference & Expo student activities, AREMA student members had the opportunity to tour the Louisville & Indiana Railroad Company (LIRC) headquarters and railyard. Wholly owned by Anacostia Rail Holdings Company, and headquartered in Jeffersonville, Indiana, the LIRC is a short 10-minute bus ride from the Kentucky International Convention Center in Louisville, Kentucky, the site of the AREMA 2024 Annual Conference & Expo.
A group of nearly fifty students received an exclusive, behind-thescenes, look at how the short line railroad serves its customers and interchanges with other railroads. Upon arrival at the LIRC property, the students were split into groups with rotating stations. They received focused presentations from railroad leadership on different facility areas, including dispatch center and dispatcher operations, locomotives and components, track construction
and geometry, railcar components, and repair operations. The students had a chance to get up close and personal with some rail industry equipment; a first for several students that attended.
Jeremy Kramer, Vice President at the LIRC, reminded the students that they are the next generation of railroaders. He noted that railroads will depend heavily on their ability to innovate and develop new solutions
for the rail industry to increase the overall safety, e ciency, and reliability of their networks. He also stressed the importance of leveraging new technology in the rail industry and the need for improved methodologies amid an aging workforce.
The tour engaged students from different disciplines, such as civil, mechanical, electrical, and computer engineering. Site visits like this help to inspire university students to pursue
careers in the railroad industry.
AREMA Committee 24 - Education and Professional Development extends their heartfelt gratitude to the leadership at the LIRC for their warm hospitality and for generously investing time in educating the next generation of our industry.
If you or your organization would like to host a future tour or site visit for students on one of your properties,
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Statement of Ownership, Management and Circulation 1. Publication: Railway Track and Structures .2. Publication Number #860-560.3. Filing date: 10/01/2024.4. Issue frequency: Monthly 5. Number of issues: 12. 6. Annual sub price: $100 00 7. Mailing address of known office of publication: Simmons-Boardman Publishing Corp, 1809 Capital Ave, Omaha NE 68102-4905; Contact Person: JoAnn Binz, Circulation Mgr; Tel: 843-388-3808. 8. Mailing address of company headquarters: Same as above. 9. Full name and complete mailing address of publisher: Jonathan Chalon, Group Publisher, RT&S, 1809 Capital Ave, Omaha NE 68102-4905 David C. Lester, Editor-in-Chief, 1809 Capital Ave, Omaha NE 68102-4905. 10. Owner: Simons-Boardman Publishing Corp, 1809 Capital Ave, Omaha NE 68102-4905; Arthur J McGinnis Jr, President, Simmons Boardman Corp, 1809 Capital Ave, Omaha NE 68102-4905. 11. None. 12. No changein preceding 12 months . 13. Publication Title: RailwayTrack and Structures .14. Issue date for Circulation data below: Avg. Oct 2023–Sept 2024; Actual Sept 2024.15. Extent and Nature of Circulation. 15a Total Number of Copies: Avg. 8,412; Actual 8,848 15b.1. Paid/Request Mail Subscriptions: Avg. 6,301; Actual 6,306 15b.4. Request Copies Distributed by Other Mail Classes: Avg. 299; Actual 142. 15c. Total Paid and/or Request Circulation: Avg. 6,600; Actual 6,448.15d.1 Non-request Copies: Avg. 1,628; Actual 2,322 15d.4. Non-request Copies Distributed Outside the Mail: Avg. 76; Actual 0. 15e. Total Non -request Distribution: Avg. 1,704; Actual 2,322. 15f. Total Distribution: Avg. 8,304; Actual 8,770. 15g. Copies not distributed: Avg. 109; Actual 78. 15h. Total: Avg. 8,412; Actual 8,848 15i. Percent Paid and/or Request : Avg. 79.5%; Actual 73.5%. 16a. Paid/Request Electronic Copies: Avg. 2,094; Actual 2,493. 16b. Total Paid/Request Print + Req/Paid Electronic Copies: Avg. 8, 693; Actual 8,941. 16c. Total Print Distribution + Req/ Paid Electronic Copies : 10,787; Actual 11,263. 16d. Percent Paid/Request (Print + Electronic Copies): Avg. 80.6%; Actual 79.4%. 17. Publication will be printed in the November 2024issue.18. Signature/Title: Jo Ann Binz, Circulation Mgr., Date 10/01/2024- PS Form 3526-R.
The NRHS, RA, & RT&S Award
Honoring the Preservation of Railroad History by the Railroad Industry
By David C. Lester, Editor-in-Chief
Ihave not yet had an opportunity to talk about the new railroad history awards program sponsored jointly by the National Railway Historical Society, and e program is called the Outstanding Railroad Historic Preservation Award and is the rst time I’m aware of an award presented by a rail enthusiast organization and two rail industry publications. e purpose of the award is “to honor and recognize a North American common-carrier railroad for a historically signi cant preservation project.” Here are the criteria by which award nominees are judged:
• Projects may include locomotives or any type of rolling stock, buildings, stations, a rail line, or a signi cant rail line feature such as a bridge, viaduct, tunnel, etc.
• Projects that result in returning the asset to use as originally intended will be prioritized vs. a static display or nonoperational asset.
• Projects accessible to the public will be prioritized for recognition (for example, periodic operation of historically significant railroad equipment, scheduled excursion train service, publicly accessible historically preserved railroad stations, or buildings and/or museums displaying historic railroad artifacts).
• Historic railroads, tourist lines and museums not operated by commoncarrier railroads are ineligible for this award (instead, see NRHS Heritage Grants).
NRHS members and and subscribers may submit nominations for the award. Once the nomination period has been closed, senior leaders at the three organizations choose a winner, and the award is presented at the Railway Supply Institute Expo and Conference in the autumn of each year.
e rst award was presented in 2023, and the inaugural winner was the Iowa Traction Company, and part of the award citation read as follows:
e heritage liveries on modern diesels were painted in the colors of railroads that were acquired by the Union Paci c over the decades, and the number of each locomotive represents the year that UP acquired that road.
e 2024 award winner was the Union Paci c Railroad, with part of the citation reading as follows:
said
NRHS’s Mike Yuhas.
Railway Age RT&S
e Outstanding Railroad Historic Preservation Award is a fun, but serious, endeavor that recognizes e orts to maintain the history of the industry that was so critical in building the United States.
Photo by Mike Yuhas
Photo by Union Pacific
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