RTS September 2022 by Railway Track & Structures

SEPTEMBER 2022 | WWW.RTANDS.COM ALSO: 2022 PRODUCT AND INNOVATION SHOWCASE A MASTER’S BNSF’S JOHN CECH DECIDED TO PUT A SECOND DEGREE ON HOLD FOR A SHOT AT THE RAILROAD INDUSTRY 2022 ENGINEER OF THE YEAR IN RAIL

BNSF congratulates JOHN CECH on being named the RT&S ENGINEER OF THE YEAR.

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September 2022 // Railway Track & Structures 1rtands.com CONTENTS

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sustainability John

On Track A lot to cry about NRC Column Sustainability has staying power 43 16 On the Cover 2022 RT&S Engineer of the Year John Cech. For more on the story, see p 10.

to be a leader in the industry’s future 16 2022 Product Showcase A look at the innovation that drives the MoW sector September 2022 10 DEPARTMENTS MxV Rail R&D Inspection of ballast pockets AREMA News Message from the new President, outgoing President Q&A, and more AdvertiserClassifieds Index Sales Representatives323227631

is helping

Loram Maintenance of Way, Inc. and Loram Technologies, Inc. congratulate Mr. John Cech 2022 ENGINEER OF THE YEAR Rail Grinding | Ballast Maintenance | Friction Management | Material Handling | Track Inspection Services www.Loram.com

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In other words, the solution goes far beyond a dab of something.

ON TRACK

In announcing the delays, Sound Transit interim CEO Brooke Belman said every chal lenge was resolvable and assured everyone the chief priority was the passengers’ needs for safety, quality, and long-term durability.

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A lot to cry about

I ’ m surprised I did not take a Vaseline shot to theIteye.might have served as a bit of relief, because what was squig gling in front of me was hard for my pupils to take. It was officially my first diaper change, and I was officially named the worst diaper changer in a matter of seconds. We were getting ready to take baby Aidan home and had the Ralph Lauren Polo ensem ble all ready. He was going to really make an entrance, then was going to be quickly changed into PJs. Makes sense for a newborn. Aidan was recently circumcised, so a fresh diaper meant putting Vaseline on the troubled area. Knowing how sensitive it was to the touch, I attempted to delicately apply the relief. Wait, I am being a little to eloquent here. Let’s start over. While Aidan was kicking and scream ing and yelling and bawling, I put a dab on my finger and went in. Not soon thereafter the boy’s foot made contact with my finger full of Vaseline and the first attempt had to be aborted. I needed to reload. More scream ing and wiggling followed, and the second try was maybe a tiny bit more successful than the first. I might have gotten a smidge to stick, but it was not enough. Now Aidan was in full fed-up mode. I finally got enough in the general area and was ready to lay down the diaper. Oh, man, how did the nurse do this? How did the video show this? This goes over here, no, it goes under here. Now the baby was in a state of all-out anger. OK, good enough. Now for the outfit. Gulp. Sometimes when everything goes wrong at once, it’s tough to focus on the right task. Sound Transit is feeling it now. In midAugust the agency announced that four proj ects, the East Link, Redmond, Lynnwood, and Federal Way, were facing delays and would not be opening for another two to three years. The one area where officials were kicking and screaming about was the I-90 floating bridge. There, workers were

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I have officially spent the last 20+ years covering infrastructure projects, so naturally my first question is where the heck was the quality assurance/quality control on this project? How could inspectors miss the fact that some of the concrete supports just did not fit right and/or that the mix was poor quality? I am sure the special blend faced rigorous testing in the laboratory to deter mine maximum strength, etc., so whenever it is discovered that material is of poor quality out in the field something happened between the concrete batch plant and the jobsite. Now the mistakes are ending up in the stack heap.

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pulling up 4 miles of brand new (baby?) track because concrete supports were either built to the wrong dimensions or built with poor concrete. Mortar pads, rebar, and track fasteners all had problems.

KYRA SENESE Managing ksenese@sbpub.comEditor

The Federal Extension delay was an unexpected cut in a sensitive area. A 200-ft landslide threw up a red ﬂag for engineers, who decided to sink columns deeper into the soil because the thought was the ground was more unstable than originally deter mined. The message from Mother Earth was certainly a God send.

BILL WILSON wwilson@sbpub.comEditor-in-Chief

Sound Transit said the concrete worker strike earlier in the year has set the opening of the Lynnwood extension back to 2025. Remember what I just said about quality assurance/quality control? Yeah, I would get a lot of eyes pressing on that mixture of cement, water, and sand. OK, maybe I’m being more dramatic and should be more eloquent here.

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LAURA MCNICHOL Senior Vice President Chief Sustainability Officer Watco Companies, LLC

NRC CHAIRMAN’S COLUMN 4 Railway Track & Structures // September 2022 rtands.com

WENDY WHALEN Assistant Vice President of Supply Chain Union Pacific Railroad

RT&S Managing Editor David Lester defined ESG this way in his March 2022 editorial: “The idea behind sustainability, and now ESG, is that investors have become increasingly focused on carbon footprints and green initiatives in the companies where they invest. They’re also interested in the social aspects of a corporate environment, including how a company treats its employees, as well as how a corporation is governed.”

“Here at Watco, we are embarking on our first-ever Greenhouse Gas Inventory, which will help us identify risks and opportunities for reducing our carbon footprint. We are also in the process of conducting a materiality assessment that will help guide Watco’s focus on ESG. We intend to have both of these items completed before year’s end,” she McNicholsaid.said Watco is encouraged by contractors and services who come to them seeking ESG information. “We are happy to share Watco’s approach of being good stewards of all that we are responsible for—our people and the environment.”Ifyouwant to learn more about sustainability programs and implications for contractors and suppliers, attend the NRC’s Annual Conference on Jan. 4-7, 2023, in Boca Raton, Fla. You’ll hear from leaders representing Class 1s and short lines about how they hope to collaborate with their procurement partners on achieving practical, common-sense standards together.

selected suppliers.

Sustainability has staying power

Our railroad guests confirmed an increased focus on ESG that will soon extend to their procurement partners.

“It is our responsibly to emphasize the importance of diversity and inclusivity within our work force, pursue innovative technology, protect clean air and water, and set and reach targets to reduce our carbon footprint so we can achieve net-zero emissions by 2050,” she added.

Most major railways have plans for sustainability or, more recently, ESG, which stands for Environment, Social and Corporate Governance. You can generally find them on their websites. ESG covers a wide spectrum of issues that have traditionally not been part of a corporation’s financial analysis.

I am certain this and other conference sessions will give you concrete ways to strengthen connections with your customers to achieve your mutual business objectives. Registration is now open. Learn more at www.nrcma.org.

Whalen noted Union Pacific is preparing to publish a Sustainable Procurement Policy. “We plan to introduce elements of that policy into our annual reviews with strategic suppliers and our site visits with

STEVE BOLTE Chairman, National Railroad Construction and AssociationMaintenance(NRC)

Wendy Whalen, Union Pacific Railroad’s Assistant Vice President of Supply Chain, emphasized that Union Pacific’s wide reach across the U.S. points to the importance of acting as “conscientious stewards to protect the communities and terrain we must use to operate as a railroad.”

f your company is on the fence about whether or not to take sustainability or ESG initiatives by Class 1s, short lines, and transit railways seriously, let me encourage you to get on board.

Laura McNichol, Watco’s Chief Sustainability Officer, confirmed this trend extends to short lines.

Building a safer and stronger railway construction industry together!”

The NRC and REMSA boards— comprised of leaders from the contractor and supplier community— heard updates from key engineering and procurement representatives from the railway industry at our summer board meeting. Their message came through loud and clear. ESG standards are not a fad; they’re serious business and are headed your way. It’s time to collaborate on smart approaches.

Focusing on the use of MxVPrincipalStepheninspectionavailablemethodsWilk,Ph.D.InvestigatorIRail

Ballast pockets

Figure 1. Photograph of test site.

n 2018, MxV Rail (formerly TTCI) compared two ballast and subgrade inspection methods—ground pene trating radar (GPR) and dynamic cone penetration testing (DCPT)—to determine how these methods would evaluate a ballast pocket location on a rail line of Class 4 track that carries primarily mixed freight and passenger traffic in the southern U.S. The comparison also iden tified the benefits and drawbacks of each

construction when current geotechnical knowledge and quality subgrade materials were not available and the large increase in loading and trafﬁc volumes was not anticipated. In order to restore the track geometry elevations, new ballast is added during track maintenance.

This process can develop a ballast pocket over time. Ballast pockets can range from a local 2-ft section to a section over 8 ft deep. These pockets often trap water within the pocket, a condition commonly referred to as the “bathtub effect,” keeping the subgrade material at the ballast-subgrade interface at a high moisture level. This high level of moisture can cause a weakness in the interface that would not have been present had the mate rial been Successfuldry.

A common subgrade issue, ballast pockets often cause more track geometry degra dation than typical track, and therefore require more track maintenance, leading to lower operational capacity. Effective subgrade remediation techniques are available, and the geometry degradation at ballast pockets can often be signiﬁ cantly reduced if the root cause of the track geometry degradation is identiﬁed and addressed.1 An investigation is often required to characterize the site and iden tify problem locations.

The underlying condition that produces ballast pockets is typically a soft subgrade that progressively deforms both vertically and laterally over time. 2 Soft subgrade often results from the time of initial

ballast pocket remediation often requires knowing not only the ballast condition but also the subgrade strength before drain installation. Ballast drains are not always effective if the subgrade is too soft or the ballast layer is ﬁne-ﬁlled.

method. The objective of this research, funded by the Association of American Railroads’ Strategic Research Initiative (SRI) program, focused on the use of available inspection methods.

6 Railway Track & Structures // September 2022 rtands.com MxV RAIL

Inspection of ballast pockets

Figure 2. Comparison on layer interfaces from GPR and DCPT system.

The cone resistance of the subgrade soil at the ballast-subgrade interface ranged from 3.5 to 10 MPa (500-1,450 lb per square inch [psi]). Note that cone resis tance is different than soil shear strength. The California Bearing Ratio, a represen tation of subgrade strength from pene tration tests, is estimated to be 5 to 13.5 from these cone resistance values. Previ ous experience with the DCPT suggests that soils with a cone resistance less than 10 MPa (1,450 psi) or a CBR below 15 is considered soft, meaning the soil at the bottom of the ballast pocket is prone to deformation.

This study focused on a comparison of the inspection methods. Key ﬁndings include:

did appear to be in more agreement.

Key ﬁndings

The DCPT performed at the test site used an optical instrument system consisting of the DCPT system and a geoendoscope that is lowered to capture videos and photos of the ballast/subgrade condition, including depth, inside a hole made by the DCPT system. This process allows investigators to literally “see” beneath the surface. In addition, the DCPT system can be moved without a truck or hi-rail simplifying logistics and reducing track time.

• For locations where the ballast pocket

Inspection results

As illustrated in Figure 3, if the DCPT system did reach the subgrade, the ballast pocket depths are clearly shown from the cone resistance plots. At relative MP 0.68 and MP 0.7, the DCPT was stopped before reaching the clay embankment material, thus the depth of the ballast pocket is notRefusalknown.was

Test site

September 2022 // Railway Track & Structures 7rtands.com MxV RAIL

Successful remediation strategies to reduce progressive deformation include increasing subgrade soil strength by using ballast drains to remove excess water; directly increasing soil strength using subgrade stabilization methods (e.g., grout columns); or reducing the stress on the embankment by improving stress distribution with upper ballast stabiliza tion methods such as geosynthetics or hot-mix asphalt (HMA).

A track-based inspection system, GPR, characterizes the substructure by analyz ing radar wave reﬂections. For this site,

three metrics were analyzed: 1) Ballast Fouling Index (BFI), 2) free draining layer (FDL), and 3) interface depths. The BFI was measured using 2-GHz antennas and estimated the amount of fouling parti cles in the top 16 in. of surface. The FDL metric also used the 2-GHz antennas and estimated the depth of clean ballast up to a depth of 16 in. The interface depths used the 400-MHz antennas and estimated the various interface depths up to 6 ft. These three metrics were used to diagnose the ballast and subgrade layers.

The DCPT soundings were taken at nine locations pre-selected based on GPR data. Figure 2 compares the ballast pocket depths as measured by the GPR and DCPT systems. Figure 2 also shows that the majority of track geometry excep tions were located within three regions, labeled R-1, R-2, and R-3. The results show large differences between the two methods in the deep ballast location because the DCPT system can potentially measure up to 15 ft deep, which is much deeper than the 6-ft limit of the GPR system. However, for the shallow ballast pocket locations (milepost, or MP, 1.1 and 1.2), the match

MxV Rail’s analysis was performed on a site in the southern U.S. categorized as a Class 4 track carrying primarily mixed freight and passenger trafﬁc. The majority of the track is located on an embankment that reaches to 40 ft in height, but also includes some cut regions (see Figure 1).

Ballast pockets also can be uneven with multiple low spots; thus, even good ballast drain targeting and placement can leave pockets of high moisture material.

Two inspection methods, GPR and DCPT, were used to diagnose the test site. These methods were selected because they are common railroad substructure inspec tion methods, and both tend to be more accessible than traditional cone penetra tion tests (CPT) and soil investigation methods. 3

The site was selected because it has been experiencing recurring track geometry issues and speed restrictions. A review of the track geometry records (conﬁrmed with the track supervisor) showed the primary issues were surface proﬁle and cross level in spirals and tangent track.

Soil maps of the area show the surround ing soil to be plastic, expansive, and highly moisture-dependent for strength. These qualities often characterize embankments with ballast pockets. Site observations showed an uneven embank ment surface possibly caused by embank ment bulging, but the exact reason for the bulging was difficult to assess with the high levels of vegetation and the uncer tainty as to when the bulging occurred. Cattails were common on the east side of the track, and vegetation was prevalent on both sides. The cattails and vegetation suggest potential high moisture levels in the embankment.

encountered at MP 1.23 and 1.31, possibly due to some sort of chemical stabilizer added in the past. Unfortunately, this refusal did not allow for the analysis of the location with track geometry excep tions. The results showed that R-1 had the deepest ballast pockets extending down to 15 ft deep; R-2 had unknown depths because of refusals; and R-3 had depths of about 8 ft.

is deep and/or the ballast layer is ﬁne-ﬁlled and moist, GPR and DCPT complement each other because they quantify different characteristics of the ballast pocket;

• GPR measures large areas quickly and can identify rapid changes in subgrade conditions along with details on the ballast fouling and drainage condi tion. GPR identiﬁes layer interface

References

2. Li, D., J. Hyslip, T. Sussmann, and S. Chrismer. 2016. Railway Geotechnics. CRC Press, Boca Raton, Fla.

1. Read, D., R. Thompson, J. Hyslip, and R.S. Hailey. 2011. “Investigation of Track Geometry Problems on Norfolk Southern Captina Secondary.” Tech nology Digest TD11-049. AAR/TTCI, Pueblo, Colo.

8 Railway Track & Structures // September 2022 rtands.com MxV RAIL

Figure 3. Results showing DCPT identifying the ballast pocket depth.

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• DCPT fully characterizes the track subgrade to depths of 15 ft while providing images and videos to help interpret the ballast condition. Refusal may occur depending on local ballast and subgrade obstacle conditions.

3. Basye, C. and D. Linkowski. 2018. “Stabilization of Ballast Pockets with Geogrid in a Railway Embankment.” Technology Digest TD18-003. AAR/ TTCI, Pueblo, Colo.

depths well, but is not able to measure depths near or greater than 6 ft with the current anntena setup; and

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10 Railway Track & Structures // September 2022 rtands.com ENGINEERING, LEADERSHIP AND SUSTAINABILITY

Cech said after Alliance he came back to corporate headquarters in Fort Worth as the Director of Roadway Planning. His primary function was to put together BNSF’s engineering capital maintenance plan. “At this point, we began transitioning to leveraging data to drive the models that determine which rail, tie, and ballast work was needed. Prior to that, for example, we would have capital maintenance planning meetings, which consisted of a bunch of folks in a room trying to pitch their own projects, and demonstrate why theirs were more important. We used a lot of pictures to show conditions that existed on our respective territories, and even coined the RT&S ENGINEER OF THE YEAR

“

John Cech is helping BNSF to be a leader in the industry’s future

One of his “practice” interviews was with the Santa Fe Railroad, which, with the merger of Burlington Northern in 1995, became BNSF. Cech’s interview practice served him well because he was soon offered a job as a management trainee. Like many from the outside, Cech learned there is lot more involved in build ing, maintaining, and operating a railroad than most people realize. In addition, Cech said that during his interview, he “learned more about engineering within the railroad, the potential for advance ment, the opportunity to travel, work both outside and in an ofﬁce, manage people, and projects—I was intrigued. I had not traveled much outside of the Midwest,” the Chicago native told RT&S , “and the job seemed like an incredible opportunity. I decided to put my plans for a Master’s on hold and give the job a couple of years to determine if it was right for me, and obvi ously, I liked the work and made a great decision.” BNSF later sponsored Cech through Texas Christian University’s Executive MBA program, graduating 20 years after putting his Master’s “on hold.” It did not take nearly as long for Cech to be honored via the RT&S Engineer of the Year award, which was created just three years ago. He is the 2022 recipient

By David C. Lester, Managing Editor

After completion of his work on the Lean Team, Cech was promoted to Divi sion Engineer in Houston, Texas. He said, “This was a very challenging territory. There was a steep learning curve on a terri tory that needed additional investment at the time. It was a difficult assignment for me and I felt like my inexperience led to mistakes, and there were several decisions I wish I had back, so to speak. The good news for me, however, was that I got the opportunity to move laterally as a Division Engineer for our Powder River Division in Alliance, Neb. This was a completely different railroad, with different traffic, labor agreements, very heavy tonnage, and a mostly concrete tie railroad. Most importantly, I had an opportunity to learn from some of the things I would have done the first time differently, in addition to gaining the knowledge and experience from having a different territory.”

The next move for Cech was a newly created position of Engineering Lean Imple mentation Leader as part of BNSF’s “Lean Team.” Cech said, “This was a process improvement group that took a deep dive studying various activities including tie unloading and pick-up, production gang consists, rail detector support, and many other activities. The team deﬁnitely made some process improvements, and that particular job really set me up to have the skillset and tools to drive for continuous improvements in my many roles thereafter.”

s he closed in on his civil engineering degree from the University of Illinois Champaign-Urbana in 1994, John Cech seriously considered pursuing graduate school. He planned to pursue a Master’s in Environmental Engineer ing partly because he enjoyed learning, problem solving, and the freedom asso ciated with being a student. He also was attracted to environmental engineering for the opportunity to positively impact a ﬁeld that seemed to be growing in impor tance. Nevertheless, Cech thought it would be wise to sign up for job interviews to get some practice and hone his skills in this arena. The emotions and nerves around job interviews usually take some time to settle, especially for a new college graduate.

2022

BEING ON THE GROUND DURING SOME OF THOSE EVENTS IN EXTREME COLD HAS GIVEN ME A LIFELONG APPRECIATION FOR WHAT [BNSF DOES] TO RESTORE SERVICE.

It was not long afterward that he would be moving to Fort Worth to start a posi tion in the system planning organization in 1998, where Cech worked directly for Armstrong, who was an Assistant Vice President. Cech’s role was to estimate capital projects and support the process of building the annual capital mainte nance plan.

Promotions pile up After completing his management training

Hishim.next

September 2022 // Railway Track & Structures 11rtands.com BNSFCredit:Photo

program, Cech’s ﬁrst supervisory role was Assistant Roadmaster in Flagstaff, Ariz., where he supervised a production tie gang in Arizona and New Mexico. The job was demanding, and there were many lessons learned about leading a team of 70 people that not only worked together, but basi cally lived with each other during the week. He learned many lessons. During this time, Cech unexpectedly ran into some high school acquaintances he had no idea were living in Flagstaff, which opened the door to a network of new friends. The weekends suddenly were busy with hiking, rafting, camping, and just enjoying the beauty of the Southwest at places such as the Grand Canyon and Sedona, Ariz. Cech already felt this job was living up to expec tations and this was going to be a career for

move was a promotion to Road master in Gallup, N.M. He was responsible for a portion of mainline double track between Gallup and Belen on what was the former Santa Fe’s busiest corridor known as the “Transcon.” Cech told RT&S , “This was a very busy territory and challenging assignment, but the workforce there made the job very manageable even for someone without a lot of railroad or leadership experience. I was amazed at the dedica tion, work ethic, and professionalism of myShortlyteam.” after the merger that created BNSF, Cech was invited to Fort Worth by Mike Armstrong to spend time with some of the Class 1’s engineering leaders and visit the Network Operations Center. It was his first time at corporate headquar ters, and little did he know that the visit was somewhat of an informal interview.

BNSFCredit:Photo

Cech sees BNSF as being a leader in innovation and technology and that it is doing much better in data analytics than just a few years ago.

Planning, Cech was promoted to General Director of Line Maintenance for the Twin Cities in Minneapolis, Minn., in 2008, which was the first position in which he had responsibility for track, signals, and structures. Cech pointed out that he spent four winters in that position, with three of those winters being brutal followed by significant spring flooding. Once again, he was amazed at the work ethic, dedi cation, and professionalism of the Twin Cities team. “When you are in Fort Worth and see a service interruption in that part of the country, it can be easy to overlook the type of conditions BNSF people are working through. Being on the ground during some of those events in extreme cold has given me a life-long appre ciation for what BNSF employees do to restoreCechservice.”waseventually promoted and moved from Minneapolis back to Fort Worth where he has since held multiple positions, including Assistant Vice Presi dent of Engineering Services, Assistant Vice President and Chief Engineer of the

Innovation insight

term ‘pity pictures’ and would accuse one another of using the same pictures again. There was deﬁnitely a need to get more objective and to take personalities out of the planning process, and it was that 2005 to 2008 time period where we began the“Fasttransition.forward to today, information technology has given us so much data from our track geometry cars, rail detec tors, and other data-gathering devices enabling us to design algorithms, which we’re continuously improving, so when we have a capital planning meeting now, when all of the data is presented, there is very little debate about what needs to be done and when.” In fact, Cech said there are very few changes to the capital main tenance plan once presented to the execu tive team because they have conﬁdence the plan and process is driven by data. “It also helps that we can show improvements to our engineering health metrics, which ultimately result in improving velocity forAftercustomers.”histime as Director of Roadway

12 Railway Track & Structures // Sepetember 2022 rtands.com

In all of those roles, leveraging inno vation, technology, and big data has become increasingly important in driving improvements in safety, service, and cost control. Cech sees BNSF as being a leader in innovation and technology and that it is doing much better in data analytics than just a few years ago. “Even though we are using data to drive decisions more than ever, we’ve only scratched the surface,” he Forsaid.example, BNSF has initiated pilots for automated track inspection programs, where geometry car platforms are now testing on the railroad 24/7, dramati cally increasing inspection frequen cies thanks to faster data processing and ﬁeld mobility. Cech reiterated that the equipment mounted on rolling stock for remote testing is essentially the same as

Central Region, and Assistant Vice Presi dent of Maintenance and Planning in 2016 before taking on his current role as Vice President of Engineering in October 2018.

REMSA congratulates 2022 Engineer of the Year recipient

OF BNSF RAILWAY John Cech InterchangeRailwayisback! Oct.Indianapolis1-4,2023

Always talking

and dealing with natural disasters. Freight service delivery priority is extremely high, and BNSF has shifted toward hardening the railroad to enable to not have it fail.

Cech added, “We also work a lot on talent development. At BNSF, we remain committed to a culture where all employ ees are included, feel a sense of belonging,

—Jay Gowan, REMSA Chairman, Sr. Vice President, North American Track, Railworks

“John Cech’s achievements are moving the industry forward. Congratulations on this well-deserved award!”

For example, after several seasonal ﬂood ing events in North Dakota that led to very disruptive service outages, the Class 1 made the decision to literally raise the roadbed of the entire railroad by a few feet. This has allowed crews to continue to operate during what has become fairly routine ﬂooding.

the equipment used on geometry cars. Currently, geometry cars are still being pulled by a locomotive, and the next generation of track geometry cars will be locomotive-based, requiring no additional crew. The premise of the program is that there is 24/7 coverage of major sections of track, and the number of times per year a given section of track is inspected has increasedInspectingtremendously.trackmore frequently enables BNSF to reduce the number of defects or “exceptions” in the track. In the days when a geometry car could only make, say, three trips per year around the system, a number of defects could develop before the geometry car came around again. Of course, visual track inspection would often catch significant problems, but the deep machine vision analysis provided by technology was not practical. Today, with track being inspected so often, defects or exceptions can be caught in their earliest stages, and many issues found can be resolved before a defect can develop.

One of the most important things BNSF does at the VP level is to make sure it has all of the right people doing their jobs. While Cech and other VPs sometime need to go in the ﬁeld to help deal with natural disasters or other calamities, they also spend a lot of time in the ofﬁce making sure they are talking about every person in every position on the road crews. They must have the morale, temperament, and talent to do a good job in their role.

Cech strongly believes that railroad engi neering is an exciting place to work. One has the opportunity to participate in tacti cal day-to-day problems, as well as partici pate in long-term planning, managing people, focusing on budget, driving safety, and driving efﬁciency. Plus, one develops tons of comradery working on big projects

BNSF developed an automatic track testing program several years ago, during which the number of visual track inspec tions were reduced, while signiﬁcant track inspection was done with remote equip ment running on freight trains. The goal was to reduce defects to only 2.0 per 100 miles, but initial testing revealed that they were well below 2.0 on Powder River testing. The whole program has been wildly successful, with most results at below 2.0 defects per 100 miles of track. Defects are way down, and equipment is not taking up track time unnecessarily, which not only helps keep the freight moving, it improves safety for track inspection crews.

September 2022 // Railway Track & Structures 13rtands.com 2022 RT&S ENGINEER OF THE YEAR www.remsa.orgwww.railwayinterchange.org

Over ﬁve decades of renting quality trucks, construction equipment, and hi-rail units PHILADELPHIA 800.969.6200 | DENVER 800.713.2677 | DANELLA.COM/RENTALS R ENTAL SYSTEMS, INC. ENGINEERCONGRATULATESJOHNCECHOFTHE YEAR

their functional areas.

Hardening the line

BNSF must ensure that UPS, FedEx, and other premium services are not impacted by unplanned interruptions. Also, BNSF used to not have much data to understand the true impact of a weather event or some other types of service interruptions.

“The collaboration that takes place within the team is fun to watch, and each individual leader optimizes not for their individual team or even for BNSF engineering, but for BNSF in general,” said Cech. “After all, we are a transporta tion company and my team understands the importance of moving freight for our customers. We really do have a good thing going here at BNSF, and I feel fortu nate to be a part of it.” BNSF also works on “benchmarking” with other rail roads to share engineering information and processes. “For example,” Cech said, “we like to share information on how to improve safety, which is something rail roads don’t compete on. If there is some thing one of the other engineering teams is doing that could make our employees or infrastructure safer, we will absolutely give it a try at BNSF.”

and have equal opportunity to achieve their full potential. It is critical, espe cially given the tight labor market, that our current and prospective employees see that commitment through our efforts to hire, develop, and promote a diverse work force. My team of direct reports and I discuss every engineering personnel move during a weekly meeting, and we also collaborate on the personal development plans of our people. For example, we don’t always pick the person that might hit the ground running in a particular position, but might instead pick someone who will be challenged to master a new set of skills for a position down the road. Again, we have these detailed discussions each and every week and the entire team weighs in on positions and people outside of their organization.”Cechwasquick to point out that each of his team of leaders has their respec tive organizations performing at best-ever levels across many different metrics. Many of them are not only leaders at BNSF, but considered leaders within the industry in

Over time, as the railroads have become more efﬁcient and the trafﬁc mix has

Cech said, “As you move up in the organization, you hear about more of the events that occur. We proactively try to figure out what we need to do to harden the railroad where we’ve had problems in the past and are suspicious of areas where we think we could have a problem, and harden that, too. We add armoring, culverts, and drainage. Hardening is a new initiative as we’ve seen these events occur. We realize that even if you have slow orders, much less even stop a train, service interruptions could result in unac ceptable delays for our customers.”

Greening up

changed, there is not a lot of ﬂuff (i.e., wiggle room for poor performance.)

At the most basic level, rail has long offered the most cost-effective and

14 Railway Track & Structures // Sepetember 2022 rtands.com 2022 RT&S ENGINEER OF THE YEAR

In addition to the sustainability bene fits, Cech told RT&S that “even though rail is the most sustainable mode of surface transportation, more than 90% of our emissions come from our locomo tives. And, after our people, fuel is our greatest cost.” So, sustainability efforts are not only good for the environment and BNSF customers, they’re good for the bottom line.

2022 RT&S ENGINEER OF THE YEAR BNSFCredit:Photo

In addition to reducing emissions from diesel power, the railroad also is piloting zero emissions at intermodal facilities. Battery-electric yard trucks and electric cranes reduce emissions in the communities where BNSF folks operate and live.

greenest way to move freight. This is particularly important as customers become more aware of environmen tal issues and the impact on their lives. BNSF also recently committed to reduc ing its emissions by 30% in 2030, and will use renewable fuels and advanced hybrid technologies in its locomotives to accomplish this.

One of the most important things BNSF does at the VP level is to make sure it has all of the right people doing their jobs.

Asplundh’s core railroad services include on- and off-track spraying, tree and brush cutting, and emergency storm response. Asplund’s specialized equipment resources—from hi-rail aerial lifts, canopy cutters and chippers to high-capacity spray trains— are designed to maximize efﬁciency and budget spend and reduce track time from MoW activities.

• Diesel/battery hybrid crane;

• Max reach of 29 ft 6 in.; and

MENUONPLENTYTHE

Cervello’s scalable and easy-to-deploy architecture facilitates integration into existing enterprise systems, achieving maximum operational efﬁciency while addressing both legacy and modern infra structure requirements and complying with industry standards.

The Metropolitan Transportation Authority has given ARVA a multiyear contract for the design, production, testing, and delivery of 12 Hybrid Rail 3T-Crane cars. Some of the features of the crane cars are:

• Non-powered ﬂatcar;

ARVA engineers design products incorporating the System Safety Program (SSP), and prepare all engineering drawings, manuals, and technical documentation including testing procedures.

By Bill Wilson, Editor-in-Chief

Who doesn’t like the look of a nice spread? The following pages o er a bu et of new and inno vative products (on two-page spreads) o ered in the Maintenance-of-Way sector.

ARVA

16 Railway Track & Structures // September 2022 rtands.com CervelloARVA,Asplundh,Credit:Photo

2022 PRODUCT AND INNOVATION SHOWCASE

Asplundh Brush Control can tackle everything from large-scale erosion control projects to the installation of gateways and culverts. Asplundh Engineering Services provides engineering design, support of land use permitting, FTA state-of-good-repair assess ment, traction and signal infrastructure design, renewable energy infrastructure installation, and more. ArborMetrics offers environ mental assessments for new and existing rail lines. Rotor Blade uses helicopters for aerial tree removal and trimming, line inspection, and emergency storm response, including wildﬁre response.

Asplundh Railroad Services

• 4.8 battery hours of craning capacity;

Cervello

Cervello is the railway cybersecurity solution world-leading rail orga nizations trust to secure their infrastructure and operations while prioritizing business safety and continuity. The Cervello platform uses its patented, non-intrusive monitoring technology to provide railway operators and infrastructure managers clear, in-depth visibil ity, continuous threat detection, and personalized incident response guidance across their signaling systems, rolling stock, and telecom munications. As a result, rail organizations receive a full contextual understanding and visualization of the entire operational environ ment, including dependencies, forensics, vulnerabilities, and risk exposure of each asset and connectivity.

• 360° continuous rotation.

Asplundh and its family of companies provide a ground-to-sky solution to match every need of a modern rail line.

• Ideal for working within a tunnel;

The ﬁrst delivery is expected in Fall 2022, after which approxi mately one new crane car will be delivered monthly. The cars were purchased to support all critical track work in support of the MTA Capital Program and maintenance throughout the New York City Transit subway system.

Suppliers in the MoW industry continue to roll with technological improvements

September 2022 // Railway Track & Structures 17rtands.com AtlantaDMFBrown,T.DaytonAgriscience,CortevaCredit:Photo 2022 PRODUCT AND INNOVATION SHOWCASE

Piper EZ contains two active ingredients with differing modes of action that enhance weed-resistance management. At a use rate of 16 to 20 ﬂuid ounces per acre, these chemistries maintain activity on EPSP synthase-resistant weeds, such as glyphosateresistant Italian ryegrass, and serve as essential components of railroad vegetation management programs working to achieve bareground results for the following beneﬁts: improved drainage; increased visibility; slippage prevention; and preserved mechanics.

Dayton T. Brown, Inc. (DTB), active in the ﬁelds of testing, engineering, logistics, tech nical publications, and military mission systems, recently celebrated the one-year anni versary of the opening of its 2,000-sq-ft, state-of-the-art Positive Train Control (PTC) and Radio Communications Testing Lab in Bohemia, N.Y. This lab serves railroads and suppliers with qualiﬁcation testing, diagnosis, and troubleshooting of their PTC and PTC II communications systems, which are federally mandated and being implemented by rail roads to improve safety.

This lab results from a contract awarded by Metro-North Railroad in September 2019 to support PTC systems which use communications-based train control technology to improve safe operation reliably and functionally. The signaling solution being deployed on the North east Corridor utilizes communication systems that are common among commuter, transit, and freight railroads.

DMF Atlanta

Dayton T. Brown, Inc.

The DMF RW-2300HS is a front-mounted hydrostatic creep drive system designed to operate independently of the vehicle transmission. With a 33,000-lb GAWR, the front hydrostatic system can be mounted forward of the front tandems and, in special applications, behind the cab.

Full wireless control operates the Neotec motorized front axle without having to integrate into the vehicle. The system will operate up to 7 mph in creep mode and disengage for up to 25-mph freewheel mode using the vehicle

The immediate availability of Piper EZ through authorized Corteva distributors provides an effective solution that delivers pre-emergence control ahead of each growing season. Piper EZ herbicide and tankmix partners, such as TerraVue herbicide from Corteva Agriscience, can provide effective postemergence control after targeted species have emerged earlier in the year.

Ratedpropulsion.for88k#at a 2% incline and up to 200k# on level track, the system will meet your needs. Additionally, the system allows the user to operate the vehicle equipment without having to disengage the PTO to advance the truck down the track, saving time and money. Since the RW-2300HS is independent of the transmission, the vehicle can be moved off track if any issues arise unlike some current split shaft systems. The full system includes the Neotec axle, DMF integration package, and the DMF RW-1630 or RW-1650 rear axle assembly with auto mechanical locks.

“Utilizing a controlled lab environment allows our engineers to demonstrate functional performance, evaluate protocol, capacity and throughput, detect issues, and develop mitiga tion approaches that will ultimately expedite the continued successful deployment of the PTC system,” said Thomas Volpe, executive director, Test Lab Business Development. “Additionally, quick identiﬁcation and cost-effective solutions found in the lab will reduce risk and improve schedules while allowing the rail line to maintain revenue service continuity and safety.

Corteva Agriscience has reached an agreement with Valent U.S.A. LLC to become the exclusive distributor of Piper EZ herbicide within the U.S. Piper EZ is a new suspension concentrate liquid formulation that serves as a tool for maintaining control of select grasses and broadleaf weeds as well as bareground results on railways and other noncrop use sites.

Corteva Agriscience

Improved safety: Weighs 33% less and is smaller than the OEM vibra tor, making it safer for one person to install with the front basket in place. There is no need to remove the basket or adjacent cylinders.

Fecon

Improved serviceability: BTI design allows you to use an impact with extension to remove/install mounting bolts.

18 Railway Track & Structures // September 2022 rtands.com 2022 PRODUCT AND INNOVATION SHOWCASE

Employing a patented zinc thermal diffusion process, Greenkote coating is physically diffused into the surface of metal parts for a strong, permanent metal lurgical bond. Its corrosion resistance lasts longer, without chipping or peeling. With an intrinsically high surface hardness, up to HRC 40-42, Greenkote survives bulk handling, contact with installation tooling, and service conditions. Plus, Greenkote coverage is highly conformal and uniform, making it ideal for complex part geometries.

GreenkoteTools,EarthGoodFecon,Credit:Photo

Improved reliability: Improved internal bearing design dissipates heat better and reduces MTBF.

Greenkote anticorrosion metal coatings can extend the service life of rail fasteners and ﬁxtures that have long-term exposure to weather and harsh environments. These coatings are especially useful for coastal, mining, high-humidity or high-dampness applications, as well as for many uses in which appearance is important and visual rusting is undesirable. The newest, highest-performance Greenkote coating is G5k, which extends anticorrosion protection to over 5,000 hours of ASTM B117 salt spray testing to stand up to the most challenging conditions.

Maintenance and replacement of vibrators on 6700 Tampers has long been a challenge for railway maintenance personnel due to their heavy weight, bulky size, and placement in tight spaces, which often requires multiple people and the removal of the baskets and cylinders in order to replace.

Railway maintenance machines ﬁtted with a Fecon Bull Hog mulcher shred all kinds of vegetation encountered along railways, making quick work of clearing projects. Bull Hog models available include the heavy-duty CEM36 and the BH40EXC for severe-duty applications. Both models feature a 36-in. cutting width and 18 cutting tools to quickly shred brush, limbs, debris, trees, and other vegetation. The Bull Hog is shown with a Gradall Track Star full-tilting telescoping boom rather than an articulating arm. This Gradall model allows unrestricted access, while the low proﬁle allows easy transport through tunnels and catenary systems. The Gradall and Bull Hog combination is ideal for Maintenance-of-Way/vegetation manage ment projects on railroads of all types.

The new BTI-designed Vibrator is a drop-in replacement that is lighter and thinner, making it easier to handle and install, and it offers the following advantages:

Greenkote

Good Earth Tools

Fast turnaround coating of parts can be scheduled at the Greenkote head quarters facility in Ohio or at many other Greenkote locations internationally.

Holland introduces a new higher quality and more costeffective defect remediation and repair with its Short Plug Flash-Butt Welding. There are several benefits to this service compared to traditional repairs such as a smaller crew and less equipment needed. Five-foot plugs are used out of 20to 40-ft pieces of rail to eliminate scrap with a total of four (railroad and Holland) employees and two pieces of equip ment. Along with these benefits, this service provides joint strength and durability compared to thermite. Flash-butt welding features a smaller heat-affected zone, consistent hardness, no weld filler material, and much more. Typical repair times take between 60-75 minutes, and a single fourman crew can match the efficiency of three thermite crews.

HiRail introduces a new product varia tion with a single tongue-and-groove versus current and previous models with a double tongue-and-groove.Thisnewfeature includes a thicker tongue section which leads to stronger individual pads for handling and a more robust and wellconnected crossing system.

Kawasaki Track Technologies

Kawasaki also is developing a track maintenance platform that provides compre hensive track maintenance support. These innovative technologies will continue to expand Kawasaki’s autonomous track inspection and maintenance technology to enhance railroad safety and operating efﬁciencies.

HiRail

September 2022 // Railway Track & Structures 19rtands.com 2022 PRODUCT AND INNOVATION SHOWCASE

TechnologiesTrackKawasakiHolland,HiRail,Credit:Photo

Holland’s flash-butt welding services also include the Intelliweld Control System which provides control over the flash-butt welding process. This system provides real-time weld monitoring, diagnostics, and automated data collec tion over the flashing process.

Holland

Kawasaki is excited to bring Kawasaki Track Technologies to the North Ameri canInmarketplace.2021,Kawasaki launched a remote track geometry monitoring service in North America after multi-year testing. Kawasaki is utilizing the latest technologies in order to achieve locomotive mounting with optimized components such as camera, gyro, and accelerometer by a combination of edge computing, which realizes a small but reliable and accurate measurement system.

For the past 30 years, HiRail has made crossing to fit various concrete tie profiles allowing clients to use 8-ft 3-in. or 8-ft 6-in. concrete ties instead of 10-ft flat concrete ties.

Kawasaki is currently developing and testing an autonomous rail fastener moni toring system. This technology, while installed on a locomotive, will capture high-resolution pictures and provide the necessary data for Kawasaki to utilize machine-learning algorithms to identify potential rail fasteners that need to be inspected and repaired.

HiRail is currently developing new crossing designs to ﬁt new concrete tie proﬁles and fasten ing systems introduced to the market recently.

The ZoneGuard fixed system provides 24/7 train-tracking capabilities while being online ready to use by any number of roadway workers with no configuration or setup required. The yard protection system uses train detection technology and the setup from the fixed system to warn workers within a rail yard of any incoming track vehicles or cars being shoved into the facility. Train detectors determine if track vehicles are entering or exiting the facility and workers receive alerts.

Miller Ingenuity

To facilitate GPR and LiDAR inspection services and better adapt this technology for different inspection conditions such as different gages or different transporting vehicles, LTI has developed a selfcontained inspection box that can be set on the back of a small hi-rail pickup truck or a large hi-rail ﬂatbed truck for data collection. The box includes 400-MHz GPR antennas, dual LiDAR, a high-quality GPS with integrated IMU, and rearward-facing cameras.

Loram Technologies Inc. (LTI) provides ground-penetrating radar (GPR), LiDAR measuring services, and imagery along with data analy sis for substructure condition evaluation. GPR provides continuous measurement of subsurface conditions such as layer conﬁguration, mois ture content, and the fouling condition of the ballast. The LiDAR data and digital video images are collected to further evaluate the right-of-way and track conditions and also can be used for drainage design, accurate location of assets, and detecting the root cause of the problems.

Loram Technologies Inc.

The system includes patented multiple and diverse sensor technologies that work together to ensure track vehicles are detected consistently and accurately. Its proven accuracy helps eliminate the chance of false alerts that can wrongfully establish complacency among work crews.

Loram Maintenance of Way

ZoneGuard is an electronic roadway worker protection system that’s used to protect freight and transit railway workers in active work zones, including rail yards.

The Loram RGT Quick-Deploy Rail Grinder is a hi-rail-equipped, DOT-certified fifth wheel rail grinder able to travel on virtually any North American roadway without any need for special permits. It features a flex ible rail grinding buggy with eight stones, each powered by a 30-hp grinding motor. Plus, Loram-developed and proven 6-in. and 10-in.-diam. grinding stones are optimized for performance and life to achieve rail finishes from heavy metal removal to a smooth mirror finish in fewer passes. Designed to optimize short service windows, the RGT can deploy or be recovered in as few as five minutes at a rail access point near a service destination. RGT crews consist of two people, but has cabin seating for three people in consideration of railroad personnel supervision.

Human error factors such as distractions, complacency, inexperience, and miscommunication are all factors that aren’t fully addressed in today’s rail safety rules. The ZoneGuard RWP system helps eliminate those human error factors by providing watchman lookouts, RWICs, and work crews with advanced warning of approaching track vehicles.

20 Railway Track & Structures // September 2022 rtands.com 2022 PRODUCT AND INNOVATION SHOWCASE IngenuityMillerLoram,Credit:Photo

treat your ties before air seasoning with Cellutreat, you are preventing incipient decay and insect infestation, dimin ishing the impact of corrosion and corrosion-induced decay and ensuring that your ties are safeguarded from common threats to dramatically extend their service life. It’s an added level of protection that will guard your investment and your bottom line.

Omaha Track

Protect your ties before air seasoning with Cellutreat, a liquid disodium octaborate tetrahydrate preservative that prevents decay from developing, reduces mechanical failure in track, and thwarts the spread of pathogens and insect pests such as Emerald Ash Borer. A micro micelle emulsion, Cellutreat’s formula allows for a high concentration of borate, allowing a single dip to hit the AWPA and AREMA retention and for the deeper penetration of the preservative towards the heart wood via diffusion. These factors mean that Cellutreat defends against spike kill, a leading cause of tie failure, while also guarding against termite infestation and creosote-tolerant fungi. It also protects heart wood from brown rot and white rotWhendecay.you

When you protect your ties, you protect your investment: It’s really that simple. When it comes to achieving that goal, you can’t start too early. Your ties will be treated with creosote or copper naphthenate, but incipient decay begins during air seasoning—that means your investment is already under threat before a tie is even pressure-treated.

Not only does Omaha Track supply quality rail road ties, it also can recover ties while working on the track, on the right-of-way, or stockpiled anywhere in the country. The ties are then shipped to Omaha Track facilities for processing and co-generation fuel.

Pavemetrics

Railmetrics’ LRAIL technology is a compact multifunctional inspec tion system that combines high-speed 3-D lasers and precision optics to capture high-resolution 2-D images and 3-D proﬁles simultaneously day or night at speeds up to 120km/h. Two-dimensional images and 3-D scans are automatically motion-compensated using inertial sensor data and automatically analyzed for feature recognition and evaluation. As a result of its multifunctional aspect, the LRAIL provides a much more comprehensive inspection compared to traditional, singlepurpose technologies such as linescan imaging and geometry measure mentWithsystems.justasingle pass, the LRAIL is capable of automatically measur ing and reporting on a wide range of railway aspects, including: track geometry, tie plates, clips, rail surface defects, rail head wear, joint bolting and gap, tie skew and grading, ballast level and surface fouling, turnouts and crossings, and spikes and anchors.

Omaha Track annually handles and processes over 2.5 million ties and the business continues to grow as the company expands operations throughout the U.S.Omaha

Track offers many different grades of rail road ties to meet any project’s needs. Currently there is the Relay grade, Construction grade, No. 2 and No. 3 Landscape grade, and Economy grade ties avail able in various facilities across the country. Omaha Track adds value by offering polyester banding with wood runners as standard packaging and by partner ing with a quality transportation company to offer affordable delivery as well.

September 2022 // Railway Track & Structures 21rtands.com 2022 PRODUCT AND INNOVATION SHOWCASE PavemetricsTrack,OmahaNisus,Credit:Photo

Nisus

• Vegetation management: SkyTrim 75G3 Hi-Rail for specialized vegetation control, SkyTrim 75 HRT for rail applications, Klearway 500HD industrial brush cutter for overgrowth, and Model 60 on-track brush cutter.

• Specialty products: buffer stops, overhead line structures, stretcher bars, cast iron platework, and hollow steel sleepers; and

• Railway maintenance equipment: 4600 Ballast Regulator, 12-12 Tie Crane, 44-2 Rotary Scariﬁer, 38-7 Kribber Adzer, KSC2000 Shoulder Cleaner, Scorpion RS70 Dl Ramp.

Plasser American is bringing rail milling to North America to combat the challenges of accelerated rail degradation on transit systems. The Romill Urban 3 E3, which will begin contracting services in Q4 of this year, is a high-performance transit-mill ing machine incorporating the next generation of electric rail milling. With its high-capacity battery, the hybrid drive system allows for up to three hours of emission-free operations. In addi tion, an integrated Tier 4 F diesel engine acts as a range extender and provides quick-charge capabilities.

• Turnout systems and specialty trackwork ranging from complete turnout panels to maintenance components: flashbutt welded boltless frogs, lift frogs, tapered-heel frogs, partial flange bearing frogs, moveable point frogs, OWLS crossings, Clamptite adjustable braces, adjustable guard rails, asymmetric switch points, and cast monoblock crossings with flashbutt welded legs;

Progress Rail

A manufacturer of specialty trackwork in North America, the United Kingdom, and Australia, Progress Rail offers a full line of track products for freight, heavy haul, and transit railways throughout the world, including:

Pettibone

The Romill Urban 3 E3’s cutter head design results in longer tool life, allowing extended operation capabilities without tool changes. The machine is equipped with state-of-the-art measure ment technology. The compact layout ﬁts into the tightest subway tunnels. Its ergonomic three-piece machine design allows for quick dis-/re-assembly and easy truck transportation.

RailProgressAmerican,PlasserPettibone,Credit:Photo

Operatorslb.

can move the Speed Swing between jobsites quickly, traveling at 25 mph on hi-rail and 20 mph with all-terrain rubber tires. The tires, along with four-wheel drive with rear wheel disconnect, allow greater maneuverability off the rails.

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Featuring an updated design of the industry’s do-it-all rail crane, the Pettibone Speed Swing 445F offers quality hydraulic engineer ing and ample power to lay rails, set ties, and perform numerous other railroad service tasks.

Through manufacturing a range of heavy-duty Kershaw Maintenance-of-Way equipment, Progress Rail serves the Class 1s and short lines, departments of transportation, utility companies, contractors, and municipalities with railway maintenance and vegetation manage ment solutions:

Powered by a 163-hp Cummins QSB4.5 Tier 4 diesel engine, the Speed Swing 445F features a Dana T20000 three-speed transmis sion with twist grip electric shift control that delivers exceptional torque. Front load capacity is 10,000 lb and side load capacity is 8,000

• Fasteners: rail anchors, ME or SL series systems for concrete ties, variety of bonded direct ﬁxation fasteners, e-clips, ballast mats, and more.

Plasser American

Providing 180° boom rotation, the 445F is primarily used to thread out old rail and thread in new rail. An optional magnet package cleans up old plates, spikes, and small pieces of rail. The unit also can tow rail carts, move railcars, and supply air or hydraulics for hand tools.

Robolube Industries, Inc., introduces its new automated Switch Plate Lubricator. With the current need for railroads across the nation to mitigate service interruptions and downtime due to non-switch activation, Robolube Industries has designed and manufactures the Robolube SWPL, which is an automated switch plate lubricator.

You can lubricate from 10 to 28 switch plates depending on your turnout size and necessities. The Robolube SWPL can be powered electrically and can tie into on-site LP supply lines or with separate LP tanks.

Railpod

RailPod provides a comprehensive track geometry inspection solution using a trailer-able rail bound system that can be operated in combination with a hi-rail vehicle or railcar operating across freight, passenger, and transit systems. The track geometry rail-bound system is compliant with national and international reproducibility and accuracy standards achieving quality data performance. RailPod believes that affordable, high-quality data collection will allow infra structure operators the ability to redeﬁne infrastructure management while solving complex transportation challenges.

The new Series 5 P Swing Loaders utilize a John Deere 544 P model machine with enhanced performance, efﬁciency, and comfort so customers can hit the heavy jobs harder. The new P model wheel loaders provide spacious operator stations, including customizable ergonomic electrohydraulic (EH) controls and stream lined electrical and hydraulic routing, making these versatile and productive mid-size models the perfect match to take rail maintenance operation to the next level. The standard loader boom and housing has been replaced with a 200° turntable that allows the operator to accomplish swing crane functions. The main boom assembly retains it structural integrity allowing the Series 5 to accomplish wheel loader functions with 14,500 lb of lift capacity. Equipped with the high traction axles, the Series 5 Swing Loader has enough drawbar pull to handle the positioning of continuous rail.

September 2022 // Railway Track & Structures 23rtands.com 2022 PRODUCT AND INNOVATION SHOWCASE Inc.Industries,RobolubeSolutions,EquipmentRCERailpod,Credit:Photo

RailPod offers a diverse suite of track inspection hardware and software tools. Track geometry measurements are the foundation to collect ing more comprehensive data to include rail proﬁling, detailed track imaging, catenary, high/wide load clearances, among other solutions. RailPod combines all these measurement systems into one vehicle and with one pass, archives, and processes data for all customers. Compre hensive data from the RailPod vehicle combined with live shadow operations where track geometry defects and data quality are validated by custom algorithms and humans ensure all customers receive the highest quality data.

The Railavator hi-rail excavator is RCE’s most popular machine because of its quality and versatility. With its patented hydraulic-powered retractable hi rail, customers can take it anywhere they need it on and off track. The New Series 210G, 245G, and 250G Railavators boast RCE’s new Ultra Life Axles. These ﬁnal drives are made of high-strength alloy steel.

The New Series Railavators have many design enhancements, including a new hydraulic system. The RCE team also updated the Railavator structure, including the hi-rail linkages and supports, extending support gussets and adding weight to the links and frames. These modiﬁcations reduce frame ﬂexing and potential cracking. The main drive frame is aligned in all axis’ for drive components. The drive axle mounting has been changed for more strength and durability, as well as the axle mount and front/rear bumpers and tow points.

Using technology, Robolube can lubricate switch plates automatically utilizing switch point actuation. This eliminates the need for hand greasing on turnouts, crossovers, and yard switches. With Robolube Industries Patent Pending technol ogy, the grease is heated all the way to the application point on the designated plates on the switch. Features include user preference grease output, a 20-gal heated grease reservoir, long reﬁll intervals, elimination of monthly lubrication by ﬁeld forces, and minimal maintenance.

RailPod data is automatically integrated into the RailPod Data Portal allowing customers to access archived data, produce custom reports, generate predictive maintenance plans, and conduct virtual track walks, among many other features. When the RailPod track geometry system is not on property, customers can beneﬁt from of the use of the RailPod Mobile Inspection app to maintain inspection records.

RCE Equipment Solutions

Robolube Industries, Inc.

RailPod is the engineering solution for effective right-of-way (ROW) management of railroads. An advanced rail track inspec tion system, RailPod has technology and expertise to make your inspections faster, safer, more precise, and more informative than ever before. In one pass, RailPod enables your team to inspect track

24 Railway Track & Structures // September 2022 rtands.com 2022 PRODUCT AND INNOVATION SHOWCASE

geometry and collect high-resolution imagery, LiDAR, rail profiles, GPS coordinates, and more, which ultimately helps you maximize your operational efficiency and reduce costs. The RailPod is a solu tion for rail inspection and management and features: Detailed track geometry, rail wear and profile analysis for preventive main tenance, clearance measurements for effective ROW management, high-resolution imaging, survey-grade GIS mapping and docu mentation of ROW assets, and mobile 3-D LiDAR. With its userfriendly software, portability, and easy deployment, RailPod allows for multiple inspection services in one pass.

Twinco

The Twinco TMC-1 Submersible Switch Machine was conceived, designed, and manufactured to address the most demanding require ments of today’s rail and transit market.

The Frog Gauge

Stanley/DeWalt

The all-new Stanley RD60 Battery Rail Drill is a cordless rail drill that maximizes efﬁciency and reduces the cost of operation in railroad main tenance. Powered by the DeWalt Flexvolt 60V Battery System, the RD60 offers an ergonomic and lightweight design, cordless performance, and a brushless heavy-duty motor to boost productivity without compromis ing precision and quality. Take productivity to the next level with RD60’s patented auto-feed drill cycle for quick and consistent drilling, easyto-use push-button controls, and quick-adjust rail clamp. Plus, with 20% weight savings the RD60 is easy to carry, offers all-season weather protection, and toolless bit exchange. With no extra hoses or wires, the battery-powered RD60 ensures safer and easier railroad operations.

With an IP68 rating, the machine offers reliability and resiliency

Easy-to-use, this gauge is made of rugged, indestructible, composite material. Ideal for track inspectors, maintenance and welders repairing frogs. The compact gauge measures the flangeway gap and checks proper spacing for guardrails. Order 10 or more and get a 20% discount. MSFROG Frog Gauge $40.00

TwincoStanley/DeWalt,Credit:PhotoThe Railway Educational Bureau 1809 Capitol Ave., Omaha NE, www.RailwayEducationalBureau.com68102 www.transalert.com800-228-9670 Add Shipping & Handling if your merchandise subtotal is: The Railway Educational Bureau Track Resources 25.01 - 50.00 13.20 22.06 50.01 - 75.00 14.85 27.55 75.01 -100.00 17.65 35.95 100.01 - 150.00 20.10 46.75 150.01 - 200.00 23.55 62.45 200.01 - 300.00 28.60 77.45 Orders over $300, call for shipping U.S.A. CAN U.S.A. CAN The fifth edition of The Railroad: What It Is, What it Does is even more valuable than before. Inside you’ll find a comprehensive look at how today’s railroads function—from equipment to procedures and marketing to maintenance. BKRRNN What it is What it does $46.95 The WhatRailroaditis,What it does Your Guide to Railway Signals is an excellent guide for training signal personnel especially railway cross-function managers, supervisors, and support personnel. High-quality graphics and diagrams have been used throughout. Complies with all standards and commonly used practices. BKYGRS Your Guide to Railway Signals $99.95 Your Guide to Railway Signals Rail grinding saves millions of dollars every year! The Art and Science of Rail Grinding is the first book dedicated exclusively to the subject. BKGRIND Rail Grinding $145.00 The Art and Science of Rail Grinding This new edition encompasses current design methods used for steel railway bridges in both SI and Imperial (US Customary) units. It discusses the planning of railway bridges and the appropriate types of bridges based on planning considerations. BKDMSRB2 Design & Const. of Mod. Railway Bridges $190.00* Design and Construction of Modern Steel Railway Bridges, Second Edition Basic Principles of Track Maintenance Basic Principles of Track Maintenance progresses from an overview of the basic track structure to examinations of its components and ends with a comprehensive look at turnouts and right-of-way. BKTMB Basic Principles of Track Maintenance $140.00

BKTSSAF

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

Track Calculator

Vossloh Rail Services North America has stepped up its rail milling operations in North America. The VTM compact milling machine has been successfully utilized on Class 1, UTS, and high-speed rail networks throughout the past two years. Thanks to the high material removal rates, even rails with deep cracks/defects or severe cross proﬁle changes can now still be saved with optimum utilization of the wear reserves, thus avoiding early, increasingly cost-intensive rail replace ment. Due to its size and mobility, it can be used for spot milling in zones prone to a high frequency of rail replacement such as bridges, tunnels, and curves providing costs savings.

The TMC-1 is offered in both trailable and non-trailable versions with features including compact mechanical switch and lock move ment, low height proﬁle, wayside or mid-track mounting, and dual switch point indication.

A F

Only $10.75 for orders of 50 or more!

BKBRIDGE Bridge Safety Standards $8.95 Only $8.00 for orders of 50 or more!

Bridge Safety Standards

The Track Safety Standards Calculator is a must for anyone who works on track. This slide rule type calculator contains many of the details for Classes of track 1- 5. Deviation from uniform profile and from zero cross level. Difference in cross level. Compliant with part 213.

voestalpine Railway Systems Nortrak voestalpine Railway Systems Nortrak has added a new member to the BlueRoll family of point rollers.

The VTM compact milling machine can be used through turn outs alongside the Flexis system to avoid costly replacement of special trackwork. While the VTM compact efﬁciently restores the proﬁle, the Flexis machines are designed to cover the most sensitive parts, thus the frog and the switch blades, in a manual hand-grinding process.

new installations, or as a simple retroﬁt to existing moveable point frog locations. Roller position is adjustable laterally to provide the most efﬁcient lift point.

BlueRoll MPF Extreme Duty shares a design philosophy and the same base components with the BlueRoll Extreme Duty switch point roller. All of the components are designed, sourced, and manufac tured in the U.S. This is possible due to Nortrak’s integrated supply chain that includes a domestic manganese and ductile iron foundry. The company feels that such capability is vital with the potential for international events to disrupt trade.

Workplace Safety

against ﬂooding and extreme temperature variations.

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Vossloh

Track Safety Standards, contains the Track Safety Standards, Subparts A-F, for Classes of track 1-5. The standards cover general information, Roadbed, Track Geometry, Track Structure, Track Appliances and Track-Related Devices, and Inspection. Includes Defect Codes. Updated March 21, 2022.

The Railway Educational Bureau Federal Regulations

This reprint includes the FRA's Railroad Workplace Safety Standards addressing roadway workers and their work environments. These laws cover such things as: personal protective equipment, fall protection, and scaffolding for bridgeworkers; and training issues. Also includes safety standards for on-track roadway vehicles. Updated March 21, 2022

September 2022 // Railway Track & Structures 25rtands.com 2022 PRODUCT AND INNOVATION SHOWCASE VosslohNortrak,SystemRailwayvoestalpineCredit:Photo The Railway Educational Bureau 1809 Capitol Ave., Omaha NE, www.RailwayEducationalBureau.com68102 www.transalert.com800-228-9670 Add Shipping & Handling if your merchandise subtotal is:Ordersover$75,callforshipping

BKTCAL Track Calculator $11.50

FRA Part 237 establishes Federal safety requirements for railroad bridges. This rule requires track owners to implement bridge management programs, which include annual inspections of railroad bridges, and to audit the programs. Part 237 also requires track owners to know the safe load capacity of bridges and to conduct special inspections if the weather or other conditions warrant such inspections. Updated March 21, 2022.

The TMC-1’s modular design offers quick and easy servicing and maintenance of parts, as well as versatility in its functionality.

Track Safety Standards Subparts

While the other BlueRoll products focus on the switch area of a turnout, the BlueRoll MPF Extreme Duty targets the frog. It mini mizes the friction acting on a moveable point frog by gently lifting the point as it moves, thereby reducing the need for maintenance and lubrication. The device clamps to the rail base in the tie crib at

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Our sponsors made our Annual Conference & Expo possible, and we owe a great deal of thanks for their support. A complete list of these supporters is listed in the Conference Proceedings and on the event website.

September 2022 // Railway Track & Structures 27rtands.com

I am told this next year will go by quickly. I intend to focus on several initiatives to strengthen the association and, most importantly, to help you, our members. If you have ideas to improve the value AREMA brings to the industry, I would like to hear from you. My contact information is on the AREMA website. Enjoy your journey until next month.

TRENT M. HUDAK AREMA2022-23President

I grew up in Great Falls, Mont., and graduated from Montana State Univer sity - Bozeman with a Bachelor’s of Science in civil engineering. After completing an internship at Burlington

I would like to thank our Past Presi dent, Mike Freeman, for his service and successfully leading AREMA through the past year. The association contin ues to adapt as the railway industry changes. Mike has been a big part of that. Under his leadership we have increased our member benefits, offering more value than we have in the past. For example, the number of webinars avail able has never been larger and many are now on-demand. We continue to expand services related to the Commu nities Platform/online Member Forum and continue to ensure that AREMA’s services and products are the best they canOurbe. new Senior Vice President, Raymond Verrelle, Jr., started his term at the conclusion of the Annual Confer ence & Expo. I welcome him to his role in leading the six Functional Groups and the Program Committee for the 2023 Annual Conference that will be held in in conjunction with Railway Interchange in ItIndianapolis.hasbeena year and a half since I was nominated to take the three-year leadership role—starting last fall as Senior Vice President, now as President, and finishing as Past President next year. I have been a member of AREMA (predecessor AREA) since 1988. I never imagined at the time that I might be asked to help lead the organization and am very humbled by the opportunity. I will work to continue the efforts of my predecessors to ensure AREMA remains the premier leader for railway engineer ing knowledge.

My wife, Christy, and I have been married for 30 years and she has graciously accepted the relocations we have made. She also deserves a great deal of credit for raising our children to be responsible young adults while I was on the road. Our daughter, Lauren, is the oldest and completed her Bach elor’s of Science and Master’s of Civil Engineering at Colorado State Univer sity. She is doing structural engineering work primarily in the highway industry and lives in Lawrence, Kan. She and her fiancée, Michael, will be getting married this fall. Our son, Chandler, completed his Bachelor’s of Science in Civil Engi neering at the University of Kansas and also is doing structural engineering work, but primarily in the railway indus try. He lives in the Denver area. I did not coach either to pursue civil engineering careers, even though that might appear to be the case.

Northern Railroad (now BNSF Railway Company upon the merger with AT&SF Railway in 1995), I accepted a manage ment training position in Billings, Mont. My first few years were spent with their track maintenance organization.

Over the years I have held numerous positions at various locations in what we today commonly call “engineering services.” I have spent most of my career leading track expansion programs and am currently leading the design and construction of intermodal and auto mobile facilities throughout the BNSF network. I also lead the Facilities Engi neering team that delivers projects such as mechanical shops, fueling systems, electrical systems, buildings, etc. I am headquartered at BNSF’s Kansas City, Kan., offices, spending much of my time traveling across our system.

The AREMA Conference Operating Committee and staff worked tirelessly in preparing and executing the event. As always, they did a terrific job. You may have noticed we made a few changes from past years. The Annual Commit tee Chairs Luncheon to recognize the 30 Committee Chairs that had been held on Tuesday was replaced with a Commit tee Recognition Breakfast on Sunday morning, as well as a Technical Commit tee Leaders Recognition during the Monday General Session for all attendees to enjoy. We went “paperless” and encour aged using the mobile app for the various schedules. This allowed attendees to have information at their fingertips, was up to date/accurate, and was an environmen tally friendly option. There were other minor changes that we included to help modernize the event. If you attended

the Conference & Expo, I hope you had a great experience and found it informa tive. We would like to hear your feedback and invite you to complete the survey if you have not already.

ocky Mountain High” … I was 10 years old when John Denver released this song in 1972. Even though it’s a quirky sounding song today, it’s still permanently etched in my head and conveys the satisfaction one gets from a visit to the Colorado Rocky Mountains. The past two AREMA Virtual Conferences were successful and met the basic purpose and objectives for the event, but being together brings much more value in reconnecting us as a railway engineering community. Denver was a terrific place for our in-person 2022 Annual Conference & Expo, and I left feeling the “rocky mountain high” after seeing everyone and catching up.

Message From The President

TRENT M. HUDAK AREMA President

Industrial Track Development Webinar Date: Tuesday, Sept. 20 PDH: 1

AREMA is focused on your education and helping you advance in the railway industry. AREMA’s seminars provide Professional Development Hours (PDH) to serve your educational needs.

Railroad Applications for Carbon Fiber Reinforced Polymer Webinar Date: Thursday, Sept. 15 PDH: 1.5

AREMA: What did you accomplish during your term in ofﬁce? What are you most proud of having accomplished?

Rail Industry Update with Tony Hatch Date: Wednesday, Oct. 26 PDH: 1

REMA sat down with exiting presi dent Mike Freeman and asked him about his thoughts on the past year at AREMA and what he thought he accomplished as the association’s president.

FREEMAN: The membership of AREMA is getting ‘more mature’ each year. Current leadership recognizes this fact and is actively targeting individuals new to the industry with several initiatives to address the needs of the new generation. AREMA needs to be ever mindful of the makeup of the association’s membership and must devise ways to embrace a new generation of railroaders. Only through these efforts will AREMA continue to thrive and remain relevant.

PRO FESS IO NAL DE VELO PMENT

Freeman proud of returning AREMA back to normal

AREMA: What do you see in the future for AREMA? What do you think AREMA needs to do in the future to succeed?

AREMA: What are your thoughts on the past year as President of AREMA?

Introduction to Freight Railway Bridge Loading Date: Thursday, Nov. 10 PDH: 1.5

MICHAEL P. FREEMAN AREMA2021-22President

To register for these seminars, and other On Demand education, please visit www.arema.org.

AREMA: Have you reached all the goals you set? Was there anything you wanted to do that you did not get around to or could not do?

AREMA: Where do you see the organization going from here? Five years from now? Ten years from now?

MICHAEL P. FREEMAN: When I started working for Union Paciﬁc Railroad back in 1997, I thought I had a good grasp on how the railroad functioned. It took very little time as an employee to realize how complex the railroad business is and that I had a lot to learn. When I became Senior Vice President and President of AREMA, I found myself in a very similar situation. AREMA does not run itself and there are several engines that power the association. Each engine has its own area of responsibility, and if all the wheels are not turning together it is hard to move forward. In summary, working in a complex organization, all with differing responsibilities and the necessity of working together as a team with one focus, is the biggest asset I brought from my ‘day job’ to my role as AREMA President.

FREEMAN: The most signiﬁcant item was simply returning AREMA back to normal after the pandemic. Two successful in-person meetings (C&S Symposium in Kansas City and the REES event in Chicago) were signs that things were returning to normal as was the 2022 AREMA Annual Conference and Expo in Denver. Final izing AREMA’s position with respect to Railway Interchange participation in future years was also an accomplishment of sorts.

28 Railway Track & Structures // September 2022 rtands.com

AREMA: How did your day job prepare you for your role as AREMA President?

FREEMAN: Unfortunately, I cannot say that I have fully accomplished all the goals I set early during my term. I have touched on them all and have planted the seed for those initiatives. One of my primary goals was to move AREMA from the virtual world into the real world. After the pandemic and the necessary virtual activity over the previous two years, I wanted to encour age the organization to return to some normalcy and resume business as usual. For the most part, this has occurred. Another goal was to streamline our headquarters operations. This is just one of the initiatives to help make our association as lean as possible but to fully serve our membership. Plans are to take advantage of more remote work for our staff while maintaining some meeting space, eliminating expenses which can now be redirected toward services to our membership. Another goal was to re-energize the AREMA Student Chapters that currently exist and to continue to recruit new chapters if possible. Through Committee 24’s efforts, REES (Railway Engineering Education Symposium) in particu lar, has helped to restart those programs following a slowdown brought on by the pandemic. Finally, guiding AREMA through the process to discon tinue AREMA’s involvement as a participant in Railway Interchange following the 2023 event was an accomplishment of sorts. The Board of Gover nor decision will help to free up AREMA staff to address the needs most important to AREMA’s members and supporters.

FREEMAN: Just as the Presidents in the past few years have managed through times of change and unusual circumstances, the past year has been a year of change as we emerged from COVID 19 and the virtual world. I’m very pleased that AREMA has returned to a somewhat normal operation. People meeting face to face, discussing ideas and initiatives. Nothing replaces that direct communica tion. I believe everyone fully understands the

importance of the ‘non-verbal’ piece in the communication process.

FREEMAN: In my opinion, AREMA must continue to be nimble and adjust to the business climate to remain relevant. The focus of the rail industry is on the bottom line. AREMA must remain true to its core principals but still be ﬂex ible in how deliverables are developed and deliv ered. This will be the key for AREMA’s success moving forward whether it is ﬁve years or 20 years into the future.

September 2022 // Railway Track & Structures 29rtands.com

HUDAK: I didn’t start out thinking about an engineering career. From a young age

and through high school my passion was creating art. I enjoyed drawing, sculpture, and pottery among other media. Any extra hours in my school schedule went toward an art class of some sort. I was talented, but not enough to make a living from it. So, my art passion morphed into an interest in architecture, which then transitioned into engineering.

GETTING TO IncomingKNOWAREMA President Trent M. Hudak

Trent M. Hudak ofﬁcially took the AREMA President’s gavel at the AREMA Annual Meeting in Denver, Colo., in late August, and the following is a little more on what the new leader is all about.

for new graduates weren’t plentiful in the 1980s. I was among a lucky few in my graduating class that had a job offer, and one that aligned with my interests.

AREMA: If you could share one interest ing fact about yourself with the readers of RT&S , what would it be?

TRENT M. HUDAK AREMA Incoming President

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

HUDAK: As I mentioned already, I like to be outside, so naturally I enjoy outdoor recreation. Getting out to the wilderness to hike and camp is one of my favorite activi ties. I also love snow skiing. That takes a lot of time and travel when you live in Kansas, so I have not been able to hit the slopes nearly as much as I would like. My wife, Christy, and I enjoy traveling so we are gone somewhere as often as our schedules and budget allow. Taking my mountain bike out or doing some gardening/yardwork will often ﬁll out a weekend.

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

TRENT M. HUDAK: When I was complet ing my junior year of the civil engineering program at Montana State UniversityBozeman, I was selected for an internship at Burlington Northern Railroad (BN) in Billings, Mont. Until this experience I knew very little about railway oppor tunities and had not considered a career in railway engineering. From the insight I gained that summer, it was clear that my interest in construction management could be applicable in many railway engi neering roles. Several other aspects also influenced my decision. I like to work outside rather than doing design work in an office—BN had thousands of miles of track for possible work sites, and many of them are very scenic areas. In contrast to today’s job market, engineering jobs

HUDAK: Familiarize yourself by talking to those in the railway industry. There are many different paths and areas to pursue, and contrary to some perceptions, the indus try is very fast paced. Participate in AREMA’s student programs, sign up for an AREMA mentor, and join a student chapter if there is one at your university. There are many oppor tunities for those that like a challenge. It will be a lot of work at times, relocations may be necessary, and travel will be common. Many good things can come from each of these. This industry is not for everyone, but is very rewarding for many.

AREMA: Why did you decide to choose a career in railway engineering?

Committee 36 - Highway-Rail Grade Crossing Warning Systems St. Louis, Mo.

OCT. 26-27

S ave the Date: T he AR EM A Roadbed and Ballast S ymposium is being held Feb. 6-8, 2023, in Kansas C ity, M o. The

will consist of key railroad industry leaders, practitioners, and researchers devoted to examing challenges and solutions related to railway track ballast, roadbed, and drainage. Mark your calendars.

MAY 16-17

Committee 15 - Steel Structures Pueblo, Colo.

N OT A N AR EM A M EM BER?

JOIN TO DAY AT WWW. AR EM A .O RG

Join a technical committee

Committee 15 - Steel Structures Virtual Meeting

Committee 15 - Steel Structures Atlanta, Ga.

Did you miss the AR EM A 2022 Annual C onference & E xpo in Denver, C olo.? Purchase the conference on demand to earn PDHs, hear the Keynote Speakers, technical presentations, and more. Visit www.conference.arema.org for more information.

Leverage the power of your trusted association’s Railway C areers N etwork to tap into a talent pool of job candidates with the training and education needed for long-term success. Visit www.arema.org/careers to post your job today.

OCT. 25-26

UPCOMING COMMITTEE M EETINGS

I f you’re looking for a new podcast to binge, listen to AR EM A’s Platform Chats. It features guests from every aspect of the railway industry. Come “roll with AREMA” on your favorite streaming platform.

JAN. 31-FEB. 1, 2023

FYI

CONNECT WITH AR EMA ON SOCIAL MEDIA:

Don’t miss out on the conversation happening in AR EM A’s M ember 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.

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. You can also earn necessary PDH hours by attending committee meetings. 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.

symposiumMo.

2022 MEETINGS

Committee 37 - Signal Systems St. Louis,

SEPT. 27-28

O rder the new 2022 edition of the Portfolio of Trackwork P lans. This edition features new plans and specifications that relate to the design, details, materials, and workmanship for switches, frogs, turnouts and crossovers, crossings, rails, and other special trackwork. Order online now at www. arema.org or contact publications@ arema.org for more details.

30 Railway Track & Structures // September 2022 rtands.com

September 2022 // Railway Track & Structures 31rtands.com Products & Services New & Used Equipment Let Precision remanufacture your non-functional, outdated 6700 into a fully functional 6700 with the latest technology. If you have an old, worn-out 6700 tamper, we have your solution. An Authorized Harsco Remanufacturing Facility-An Authorized Harsco Parts Distributor REMANUFACTURED 6700 SALES TRADE IN ACCEPTEDON-SITE TRAINING EQUIPMENT LEASING WANT TO SEE MORE OF OUR WORK? SCAN THE QR CODE FOR OUR YOUTUBE CHANNEL .CALL 620-485-4277 OR VISIT PRECISIONRWY.COM FOR MORE DETAILS 825 S. 19th St., Independence, KS 67301 STAY IN GEAR WITH RAIL GROUP NEWS RAIL GROUP NEWS brings you a daily round-up of news stories from Railway Age, RT&S, and IRJ. This email newsletter offers North American and global news and analysis of the freight and passenger markets. From developments in rail technology, operations, and strategic planning to legislative issues and engineering news, we’ve got you covered. ROUND-UP of NEWS R AILWA RAIL GROUP NEWS From Railway Age, RT&S and IRJ https://railwayage.com/newsletters RA_RailGroupNews_Third_InGear_2022.indd 1 1/26/22 1:25 PM Washington ● California ● Nebraska ● Texas ● North Carolina (360) 694-3221 www.omega-industries.com MARKETPLACE SALE S JEROME MARULLO P: ALLjmarullo@sbpub.com212-620-7260MAJORCREDITCARDSACCEPTED RTS_Classified_3.4092x2.259in.indd 1 4/26/22 11:29 AM

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wvcorailroadsolutions@wilvaco.cominfo@remsa.orgbbrundige@sb-reb.comwww.nrcma.orgalexis.b.nubbe@loram.cominfo@trak-star.comSBolte@danella.commedia@bnsf.commarketing@arema.org PAGE # C41324,25152814C29,C3 JEROME MARULLO P: jmarullo@sbpub.com212-620-7260 ALL MAJOR CREDIT CARDS ACCEPTED M ARKETPLACE SALE S RTS_Classified_7.5x1.5in.indd 1 4/26/22 11:10 AM

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AMER IC AS , EUROPE , AS IA, AFR IC A, AUSTRAL AS IA NORTH AMER IC A - CT, DE , DC, FL, GA , ME , MD, MA , NH , NJ, NY, NC, OH , PA , RI, SC, VT, VA , WV, AND E ASTERN CANADA. EUROPE E XC EPT G ERMANY, AUSTR IA, G ERMAN SPEAK I NG SWITZERLAND, E ASTERN EUROPE, ITALY, AND ITALI AN-SPEAK I NG SWITZERLAND. AS IA E XC EPT JAPAN AND CH I NA.

G ERMANY, AUSTR IA, G ERMAN-SPEAK I NG SWITZERLAND, L ATV IA, LITHUAN IA, E STO NIA, P OLAND, CZE C H R EPUBLIC, S LOVAK IA, H UNGARY, S LOVEN I A, CROAT I A AND S ERB IA Simone and Simon Fahr Breitenbergstr. 17 Füssen Tel:Germany87629+498362 5074996 sfahr@railjournal.com

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32 Railway Track & Structures // September 2022 rtands.com AD INDEX

A DVERTISI NG S ALES

February 6-8 Kansas City, MO

SAVE THE DATE CALL FOR PRESENTATIONS

Scan the QR code OR visit rrbs.arema.org for more information or to submit your presentation.

The Symposium will consist of key railroad industry leaders, practitioners, and researchers devoted to examining challenges and solutions related to railway track ballast, roadbed and drainage.

Submit by: September 22, 2022

You are invited to submit an Abstract for the AREMA Railway Roadbed and Ballast Symposium. This is a three-day gathering of railroad industry leaders, practitioners and researchers devoted to examining challenges and solutions related to railway track ballast, roadbed and drainage.