RTS September 2023

®

Wheel Rail Seminars

Vol. 119, No. 9

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

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DAVID C. LESTER

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EDITORIAL BOARD

David Clarke, University of Tennessee

Brad Kerchof, formerly Norfolk Southern William Riehl, Genesee & Wyoming/AREMA

Scott Sandoval, Genesee & Wyoming

Robert Tuzik, Talus Associates

Gary Wolf, Wolf Railway Consulting

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If you follow us on social media and/or our daily web news, you recently read about Railway Track & Structures’ new partnership with Wheel Rail Seminars, the organization that presents the Wheel Rail Interaction Conference each year. We are proud to announce that RT&S will be the presenting sponsor of the Heavy Haul Seminar at the event, beginning with the 2024 Conference that will be held in Chicago, May 21-24, 2024.

We entered the partnership just before press time, so there was not an opportunity to prepare an article with a lot of detail about WRS and our partnership. However, Gordon Bachinksy, the founder of the conference, says “We presented the rst Wheel/Rail Interaction Seminar in 1994. It was based on a simple idea: to create a forum for track and mechanical professionals to meet, exchange ideas, and share their experiences in the critical area of the wheel/rail interface. is unique seminar has grown into the longestrunning WRI conference where you can learn from the best in the business, network with other industry pros and stay ahead of the technology curve. We’re proud to welcome RT&S, with its dedication to covering engineering and maintenance of way, as the presenting sponsor of the annual WRI Heavy Haul Seminar.”

I’ve attended the WRI conference, and it is a wonderful education event focusing on many issues relating to wheel/rail interaction. In our press release about the sponsorship, I said “A partnership with WRS is a perfect t for us. We’ve been reporting on

railroad civil engineering and infrastructure issues since 1905 and believe this partnership will bene t both organizations. We’re glad to be aboard.”

As noted above, WRS will present its 29th annual conference in Chicago in May 2024. e conference lasts for four days, with Day 1 focused on Rail Transit, Day 2 a Principles Course that covers the basics of wheel/rail interaction, and Days 3 & 4 are focused on Heavy Haul.

Several members of our editorial board have been involved with WRS for many years. For example, Brad Kerchof and Gary Wolf have been regular presenters, and Bob Tuzik has chronicled many of the presentations for his publication Interface – e Journal of Wheel/Rail Interaction. Bob also serves as a consultant to WRS and is on the Executive Steering Committee.

One of the key missions of Railway Track and Structures, and at Simmons-Boardman for that matter, is education. While each issue of RT&S includes vendor information to help readers nd suppliers for products needed to e ectively run their railroads, we aim to run articles that provide education for our readers. Some of our articles are basic, for the bene t of those starting out in the industry, but some of them are pretty technical and of interest to the most experienced railroad engineer.

One of the bene ts of our partnership with WRS is that Bob Tuzik or his son, Je , will prepare an article each month based on a presentation made at the most recent WRI conference. is will ensure the latest thinking and research on wheel/rail interaction topics will be included in the pages of the magazine. Moreover, we will periodically run these articles on our website for even greater distribution to our readers.

We hope to see you at the 2024 Wheel/Rail Interaction Conference in Chicago.

DAVID C. LESTER Editor-in-Chief

Ballast Studies at the Transportation Technology Center

New technology is telling us more about ballast

Radim Bruzek, R&D Program Manager, ENSCO, Inc., Springfield, VA

Sean Woods, R&D Project Manager, ENSCO, Inc., Pueblo, CO

Hugh Thompson, Program Manager, Track Research Division, Federal Railroad Administration Office of Research, Development, and Technology, Washington, DC

Over the years, the Federal Railroad Administration (FRA) has taken an active role in sponsoring numerous research projects aimed at enhancing the understanding of ballast behavior and performance. ese initiatives sought to tackle the challenges associated with ballast inspection, condition assessment, and remediation.

One of the primary objectives of this research has been to develop innovative techniques and technologies for the inspection and assessment of ballast conditions. By exploring advanced methods such as ground-penetrating radar (GPR), laser scanning, and machine learning algorithms, researchers aim to enhance the accuracy and e ciency of ballast inspection processes.

ese advancements can help identify hidden defects, such as fouling, contamination, or irregularities, that are not easily

or e ciently detected through traditional visual inspections. FRA support for research in this eld demonstrates its commitment to improving the overall reliability and safety of railway infrastructure.

is article highlights a few recent examples of research projects conducted at FRA’s Transportation Technology Center (TTC) in Pueblo, Colorado. ese initiatives have advanced ballast inspection and condition assessment and led to innovative technologies for enhancing the performance and safety of railroad ballast. Due to its location in the Colorado high desert, the TTC does not fully represent all track and ballast conditions found throughout the U.S. Nevertheless, as a self-contained railroad operating environment, it has demonstrated its uniqueness and high value as a facility for conducting a wide range of research activities, including

those pertaining to railroad ballast.

Railroad ballast plays a crucial role as an interfacial component that carries and transfers the load from the crossties to the sub-ballast and the underlying subgrade. In addition to the capacity to sustain loads, ballast must be able to maintain track geometry and provide adequate drainage for the track. Together with other track components, it forms an integral part of the vehicletrack system. e current federal regulation concerning ballast is de ned in Title 49, Code of Federal Regulations, § 213.103Ballast; general. e rule provides qualitative requirements for ballast performance, but it does not regulate the structural design of ballast layer thickness and physical properties necessary to limit track settlement and the formation of track geometry variations. Inadequate design, de ned as the “inability to meet the requirements of the rule,” means that the track structure might not be able to withstand the applied load. e rule is a non-class speci c rule that requires defective track taken out of service if not repaired within 30 days.

Fouling is the principal cause of noncompliant ballast. Fouling can prevent the adequate drainage required by the regulation. Fouling material can come from above (e.g., spillage from railcars or blown in from surrounding property), from internal breakdown of ballast rock, and from in ltration

Figure 1: 3D point cloud collected by the LiDAR system clearly captures an artificial ballast slope defect

from the subgrade below. Insu cient ballast section or pro le is another common cause of noncompliant ballast.

As an example, in late 2022, ENSCO researchers used the light detection and ranging (LiDAR) system installed on FRA’s DOTX 220/DOT 218 track inspection vehicle to collect data over a section of TTC’s High Tonnage Loop (HTL). ENSCO used an excavator to create multiple ballast defects, including locations with insu cient shoulder widths and excessively steep ballast slopes (Figure 1, le ). e data collected over these known ballast defects (e.g., Figure 1, le ) is now used to develop, validate, and re ne automated algorithms to capture the ballast pro le and detect defect locations.

In another recent test, ENSCO supported Oceanit in evaluating its AI Measurements for Railroad Ballast (AIM Rail) technology. is is a compact tool for subsurface imaging to identify fouled ballast locations. e test procedure for this tool used a hand-held, battery-powered hammer drill to drive a steel sleeve approximately 10 inches into the

Figure 2: Oceanit AI Measurements for Railroad Ballast tool

Figure 3: UIUC’s ballast scanning vehicle at TTC

ballast. A glass cylinder was then inserted inside the steel sleeve, a er which the sleeve was removed from the ballast. An imaging probe was inserted into the glass cylinder to capture images at varying depths below the ballast surface (Figure 2).

ENSCO provided several track sections

of the HTL with ballast conditions ranging from clean to heavily fouled. Oceanit photographed the varying levels of ballast fouling throughout the exposed ballast cross-section and collected representative ballast samples from depths corresponding to the imaged locations. ese samples were removed from

the site and taken to a third party for sieve analysis to assess the performance of the AIM Rail tool. An FRA report on this e ort is forthcoming.

More recently, the University of Illinois Urbana-Champaign (UIUC) evaluated a new ballast scanning vehicle (BSV) at TTC.

Figure 4: BSV imaging of subsurface ballast layers exposed by ballast regulator

e BSV (Figure 3), developed through an FRA-funded research project, is a selfpropelled track cart equipped with in-line and area scan cameras, a 3D scanner for depth measurements, and a data processing computer. e BSV collects images of the ballast surface and depth pro le from shoulder cut sections and uses deep-learning computer vision algorithms to process the image data to determine ballast size, identify voids present between ballast particles, and quantify the ballast fouling index.

UIUC researchers, led by Dr. Erol Tutumluer, surveyed TTC’s entire HTL track with the BSV and identi ed areas with surface fouling as well as clean ballast sections. Additionally, ENSCO identi ed three locations with heavy subsurface fouling based on previous GPR testing. ese locations were used for further testing with the BSV. ENSCO used a ballast regulator to remove material from the ballast shoulder in 4-inch increments up to a depth of 16 inches (Figure 4). At each of the 4-inch increments, UIUC researchers used the BSV to image the exposed sub-surface material and collected

representative ballast samples for sieve analysis (Figure 5). UIUC researchers have used the collected data and samples to evaluate and further advance the BSV system and will be reporting their ndings in future reports and conference proceedings.

e FRA-supported ballast research

described above is a small but important subset of the critical research performed at TTC. e site’s many unique capabilities support other cutting-edge research initiatives for both FRA and the railroad industry. Future articles will highlight some of those initiatives.

Figure 5: BSV collected images of ballast cut section using line scan camera and the segmented results processed by the computer vision algorithm

ALAN SHAW

Executive

Norfolk Southern CEO Alan Shaw To Headline NRC 2024 Conference

What a difference a year makes! That’s a cliché, for sure, but it’s also an accurate assessment of the state of the railway industry. Much has changed since we gathered last January for the NRC 2023 Conference.

As we finalize plans for the conference coming up January 3 through 6 in Scottsdale, Arizona, I guarantee a robust agenda that reflects how our industry is changing and addresses the enormous challenges and opportunities ahead.

No one is better prepared to discuss the state of our industry than Norfolk Southern Corp. (NS) CEO Alan Shaw. I’m pleased to announce that Mr. Shaw will be the keynote speaker for our fireside chat at the NRC 2024 Conference and NRC-REMSA Exhibition.

Always a conference highlight, the fireside chat will feature a candid and wide-ranging discussion about the issues confronting railroads and the broader business community. We’ll also delve into how contractors and suppliers can do more to partner with NS and other railroads to address safety and other business priorities.

As at prior conferences, attendees will gain first-hand perspectives from chief engineers about 2024 engineering and capital plans for all the Class 1 and major short line railroads as well as large passenger rail and transit authorities. Those who attend tell us interaction and level of detail shared during these presentations are invaluable.

Attendees also can look forward to constructive sessions:

• Multiple safety presentations, including from Federal Railroad Administration (FRA) representatives who will address roadway worker protection and key regulation updates, such as FRA Part 219 on drug and alcohol testing and FRA Part 243 on minimum training standards. We’ll also preview the NRC’s new safety video.

• Panel discussions covering Sustainability, Signals & Communications, Industrial Development, and Government Affairs.

• Informative workshop and breakout

sessions, including speed networking where contractors and suppliers can spend dedicated time with select Class I and short line railroad representatives.

• NRC annual award presentations for Safe Contractor of the Year, Large and Small Projects of the Year, Field Employee of the Year, Hall of Fame, and our second annual Innovation in Technology award. The NRC is currently accepting nominations for all of these awards.

• Endless networking opportunities, including the NRC-REMSA Exhibition, numerous social gatherings, golf at two on-site golf courses, and, for the first time, skeet and trap shooting.

It’s time to make your plans to attend. Conference registration and hotel blocks are open. Scan the QR code to check out everything you need to know. You can also review exhibitor options, sponsorship opportunities, and the rest of the conference lineup.

It’s been a scorching summer, but come January, it will be a different story. You won’t regret traveling to beautiful Scottsdale for the chance to connect with more than 1,000 railway industry leaders. I look forward to seeing you there.

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

STEVE BOLTE Chairman, National Railroad Construction and Maintenance Association (NRC)

Chief

Officer, Norfolk Southern Corp.

ENGINEERING EXCELLENCE

Brent Laing, Railroad Track and Structures’ 2023 Engineer of the Year relaxes for a moment prior to an inspection trip.

Brent Laing, VP Engineering, Canadian National

By David C. Lester, Editor-in-Chief

As the old saying goes, some people get railroading in their blood and stay associated with the industry as long as they can. One such person is RT&S 2023 Engineer of the Year, Brent Laing. Brent began his career with Canadian Pacific and spent 34 years there and retiring as VP Engineering. After retiring from CP, Brent developed a thriving engineering consulting business. Things were going along merrily when Brent got a phone call from his former CP colleague, Tracy Robinson, who was now the CEO at Canadian National. CN needed a new Vice President of Engineering, and Robinson asked Laing if he was interested. Laing said yes. While it would mean setting aside his consulting gig for a while, he joined CN as Vice President of Engineering. Laing told RT&S: “If it wasn’t for her [Tracy], I probably would have been quite happy to continue with consulting. I’ve only been at CN fourteen months but have really enjoyed my time here, and this is a very busy railroad.”

Laing adds that he worked with Robinson for several years at CP and knew her leadership style. “Tracy is a great leader and somebody that’s quite easy to work for,” Laing said. “She’s also very persuasive.” Laing added that CN has a great team that he’s proud to work with. “I enjoy getting out on the property and meeting with our craft teams,” Laing said. Indeed, our work on this article was interrupted by Laing spending a few days aboard the road’s executive train, inspecting the road and meeting with folks in the field.

Asked about his years in high school and early career direction, Laing said “In high school, I discovered that I had a knack for drafting and even got a job with an architect during the summer break before my senior year. Drafting really interested me, and once I graduated, I decided I’d go to engineering school. Well, my first go at engineering school didn’t work out very well, so they asked me to leave. I worked on drafting for a couple of years. During this time, I met my future wife, who asked

me what I wanted to be when I grew up. My response was that I wouldn’t mind being an engineer. So, with encouragement from my wife, I reapplied and was accepted and obtained a civil engineering degree from the University of Saskatchewan in 1983.”Coming out of college in 1983, graduates faced a tough job market.

“I was fortunate to get a job offer from a bridge engineering firm and looked forward to that. However, the offer was pulled when the bridge market began to slide, so I was back at square one. Luck was still on my side, though, as I ran into a friend from high school, Rod, and his father worked for Canadian Pacific, and he asked me if I wanted to come over and be an engineer there. I told him, with all due respect, I didn’t go through four years of college to drive a train. This was ironic, though, because this was during the Hunter Harrison era and part of your training was to become a qualified locomotive engineer. Rod’s father corrected me and said ‘no, we have jobs for civil engineers, and I’d like you to apply.’ I did a couple of interviews, was hired, and started work on July 18, 1983, in Saskatoon, Saskatchewan. This was a branch line, which was a small Division for CP. Interestingly, Saskatoon is on the main line for Canadian National. I enjoyed starting the CP job in a small town. Moreover, there was a big program in progress to rebuild all the timber bridges on their secondary mainlines and branch lines, so I started out really getting my hands into the dirt.”

Laing adds that when he worked at CP, the railroad put him through a fulltime master’s degree program back in the mid-1990s that required him to really step up his math game. Laing said that anyone considering a career in engineering should focus on math and science courses, as they will play a large part in your career.

RT&S asked Laing how well engineering departments at different railroads work together. He pointed out that vice presidents and engineering chiefs must stay in close touch with each other at conferences and informal gatherings and keep each other abreast of new products in the market that will help the industry do jobs better. “We must constantly look for ways to improve our methods, processes, and equipment to be as efficient and effective as possible. I believe if there is a free exchange of information, it’s up to the chiefs and vice presidents September 2023 // Railway Track

Photo Credit: Canadian National

to ensure important information is shared with other leaders in engineering departments.

Laing marvels out how communication technology has evolved since he started on the railroad. “It used to be, it was very difficult for anyone in the field to communicate with anyone, unless you happened to run across a corner phone booth. And, in –30-degree weather, this was not an easy job. We had a microwave system, but there was stiff competition for anyone who wanted to use it. You had to be really organized with the topics you needed to discuss since you often had a line of people waiting to get on the system. Now, of course, we have mobile phone technology, notebook computers where you input data and that data goes back and forth to a central repository. The changes have been phenominal.”

Laing also discussed the importance of work-life balance and remembering that folks who report to you have a family, spouse or partner who allow our

folks to come out to the job and do what they do. “My management style is about trying to understand their limits and get their skill sets up so they can become the complete package.

It’s important too, Laing said, for people in the field to meet you and know who you are when you visit trackside. “I address this in part by a bit of humor, when I’m walking away from a site and I didn’t meet someone and they ask their colleagues ‘who the hell was that?’ I have my name attached to the back of my hat and they’ll see my name and know the answer.

Not long after Laing moved to CN, there was a major bridge fire in northwestern Alberta on the morning of October 5, 2022 which affected rail trafic in and out of the Grande Prairie area. Engineering crews in the Grande Cache Subdivision pulled out all the stops to get service back on line.

Laing said he was very impressed with the crew working on this repair, which got it done in six days when eight had

been allocated. “I was there for only four days,” Laing said. “I was only there to help assess the situation, I offered a suggestion or two, then left after the fourth day, as the team had it well in hand.

The bridge was in an isolated area, and getting to the site was the greatest challenge, which involved a 90-minute drive on a busy logging road used by a steady stream of oil and logging trucks. The bridge was almost 600 feet long and almost 40 feet high.

“I think people outside the railroad industry are very impressed with how quickly we can recover from a line outage, get everything repaired and get trains moving. Our team was very impressive and did a wonderful job,” Laing adds.

When dealing with situations like this, Laing said that it’s important to pace yourself and your team. Folks need to be cycled in and out, because one’s decisionmaking capability goes way down after working about 14 hours. “Rested staff wor safer and make better decisions.”

Laing’s philosophy around running an

Photo Credit: Canadian National

With the Canadian National executive train in the background, Laing visits with craft colleauges in the field.

engineeering department and running a railroad is that one should always be looking for better ways of doing things. Not to do something different just to be

different, but when a process or equipment change will truly enable you to do a better job more efficiently and less costly. “The ‘that’s the way we’ve always

Brent Laing OF CN RAILWAY

done it’ approach is not acceptable, but after looking closely at a process, the way you have been doing it for a while may, indeed, continue to be the best way,” Laing said. He adds that with all of the new technology available to railroaders today, there are many opportunities to do things differently. They may not necessarily be better, but, then again, they may be.

Although Laing spent most of his career at CP, then seven years in consulting, he says he has been welcomed with open arms at CN. “From day one, people have been warm and welcoming and shared that they had a number of questions and things they would like to talk to me about.” He adds that everyone from folks in the engineering department, operations, marketing, and from the rest of the railroad has been this way and offered to do what they could to help him be successful.

Treating people with respect is also very important to Laing. He says that if you want people to treat you with respect,

Laing shares insights with members of the CN team during an inspection trip.

REMSA congratulates 2023 Engineer of the Year recipient

“Brent Laing’s dedication and expertise have earned him this well-deserved honor. Congratulations!”

—Greg Spilker, REMSA Chairman VP Sales & Marketing, MOW Equipment Solutions, Inc.

you must treat them with respect. “Most of the best teams in any business are built on mutual respect,” Laing says, and “when this happens, your department is much more flexible, efficient, and capable.”

Railway Track and Structures is proud to present our 2023 Engineer of the Year award to Brent Laing. A dedicated railroader for nearly 45 years, an effective leader and mentor, and successful at two Class I railroads plus as as independent consultant, Laing has forged a fantastic career and is still at it today.

Laing points out, though, that his recognition of Engineer of the Year is really a recognition of those who he has worked with, who’ve worked for him, and those who he has worked for. The notion that successful railroading, like many things in life, is the result of a team effort could not be more significant, Laing says, and adds “I’ve worked with many excellent teams in my career, and continue to do so today.”

Laing discusses some of the new technology available for maintenance-of-way work.

SIT AND LISTEN

Railway Age, Railway Track & Structures and International Railway Journal have teamed to offer our Rail Group On Air podcast series. The podcasts, available on Apple Music, Google Play and SoundCloud, tackle the latest issues and important projects in the rail industry. Listen to the railway leaders who make the news.

William C. Vantuono Railway Age

David C. Lester Railway Track & Structures

Kevin Smith International Railway Journal

RAILWAY TECHNOLOGY INNOVATIONS

featured at the 2023 Product Showcase at Railway Interchange

By Jennifer McLawhorn, Managing Editor

As we get closer to Railway Interchange, to be held in Indianapolis, Indiana at the beginning of October, RT&S has laid out an extensive preview of products to be featured.

Alstom Alstom Launches EC6

Track circuits have been around since the late 1800s, helping railroads and transit operators detect the location of trains while providing broken rail protection. In the 1970s, Alstom introduced its Electro Code product line, adding signal aspect communications while extending track circuit length. Now, a er ve versions of Electro Code, Alstom is bringing the track circuit into the digital world, releasing what could be a game changer in track circuit technology with the roll out of Electro Code 6 (EC6). EC6 is the epitome of smart technology. It uses innovative signal processing techniques to provide two-way digital vital communication through the rails. Data is collected and sent in packets to the rail to specify signal aspects and indications (e.g., red to stop, green to proceed, and yellow for caution), allowing more data to be transmitted through the rails, such as exchange of analog data between both ends of the track circuit.

e additional data allows EC6 to operate without requiring any adjustments over its life cycle, preventing costly train delays, and avoiding hours of unplanned maintenance. e sharing of information between each end of the track circuit allows EC6 to quantify track conditions (such as ballast and rail resistance) in real time, which are useful diagnostics for both signaling and track departments. EC6 provides bandwidth for the railroad to send its own customized information without installing radios or other cables or interfering with other track-connected devices such as highway grade crossings and cab signal systems, provide longer track circuits than previously possible, and can potentially locate broken rails, crucial information for restoring operations safely and quickly.

With more than forty million EC6 messages sent and decoded, and 10,000 trains detected already during the development, EC6 is on track to be the future of track circuits and train detection.

Arends/Miner Miner Solar-Powered AggreGate® plus Miner Lighting System

For over 40 years, Miner Enterprises’ AggreGate® MOW ballast outlet gates have brought reliability and exibility to MOW operations. e stand-alone solar-powered AggreGate® with car-mounted work lights for night-time ballasting enables independent operation of individual cars anywhere within the ballast train. is boosts MOW agility and eciency by eliminating the need for grouping manual and automatic cars. Optional remote wireless control systems enable speci c car and gate selections for up to 1,000 cars.

AggreGate outlet gates feature large guillotine door openings designed to stop ballast ow with minimum e ort, ballast shuto capabilities at switches, crossovers and bridges, and single- or double-door control options. e AggreGate can e ectively dump ballast inside, outside or on both sides of a rail simultaneously. Standard electric, air-powered and manual gate models are also available. “All are suitable for both retro t and new rail-car systems,” Miner Enterprises Inc. o cials said.

e new stand-alone, solar-powered Miner Lighting System features four energy e cient LED lights mounted on the railcar’s under-carriage. Each system supports lowvisibility and night-time ballast operations. e photovoltaic system includes a solar array, batteries, two switches and a lighting controller with a temperature compensation feature designed to ensure the system is properly charged in both hot and cold environments. e Miner Lighting System is available as a stand-alone system and as an option with all Miner ballast/MOW outlet gates and rapid discharge systems.

Arva Industries

Arva Industries Inc. is an OEM of highly engineered Track Maintenance Equipment serving the North American Rail and Transit markets. ARVA Industries specializes in the design and manufacturing of high-quality railway maintenance machinery, including Hybrid Crane Cars, Multi-functional Track Utility Vehicles, Rail bound Cranes, Vacuum Excavators, Catenary Maintenance Vehicles. ARVA latest product is a 3-ton Hybrid Crane Car (x 12) for a Major North American Transit Authority.

Photo Credit: Far Left: Alstom, Top Right: Miner Enterprises, Inc., Bottom Right: Arva Industries

A sampling of products that will be

TRACK on for

HIGH CAPACITY | PRECISION | RELIABILITY

Railways turned the American promise into American progress. It’s a legacy we’re proud to continue as today’s trusted leader in railway maintenance technology — cutting-edge innovations made in the USA, for the USA. Welcome to the next chapter of American progress.

PlasserAmerican.com

DMF Atlanta

e 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. e system will operate up to 7-mph in creep mode and disengage for up to 25-mph freewheel mode using the vehicle propulsion.

Rated for 88k# 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 o track if any issues arise unlike some current split sha systems. e full system includes the Neotec axle, DMF integration package, and the DMF RW-1630 or RW-1650 rear axle assembly with auto mechanical locks.

ENCORE/Proverb

Encore’s Winning Combination: EnduraPlugTM Gauge Holding Compound AND State-of-the-Art Plugging Equipment. Encore, as the only provider of both the compound and equipment, is your one-stop-shop for crosstie remediation. EnduraPlug Tie Plugging Compound was developed in labs, eld-tested, and has been proven for decades. Its performance maintains track gauge and ensures a long life. It lls Spike Holes and Voids in Crossties. EnduraPlug expands in the spike hole to ll cracks and other voids and displaces water. With Tie Density Hardness, EnduraPlug is engineered to match the density of wood and composite crossties. You will not risk damage to the tie like products with greater hardness. With an extraction strength of 650 psi, EnduraPlug outperforms pull pressure of speci ed new wood ties and keeps your track in gauge. EnduraPlug is formulated for both hand applicators and on-track equipment. Tie Plugging Equipment, such as the RTP Ride-On Tie Plugger, o ers a range of technologies and superior operator comfort to the tie plugging process. Encore o ers a range of equipment for lease, including Ride-On, Walk-Behind and Skid-Mounted pluggers. ey o er a variety of hand applicators. Dedicated eld support teams are ready to help with recurring training needs, safe equipment operation, and maintenance/repair of your application equipment. eir priority is to ensure the equipment is being used safely and that you are getting the most from it. See us at Railway Interchange 2023 Booth #4850.

ENSCO Rail

URFS: Addressing Today’s Rail Industry Needs & Pioneering Tomorrow’s Innovations

ENSCO Rail addresses rail aw testing needs with services/products. ENSCO Rail’s Ultrasonic Rail Flaw System (URFS) sets the standard for accurate, e cient, and reliable rail inspection. is URFS solution ensures precise aw detection and inspection processes, making it a standout in the industry. In response to industry demands, ENSCO’s URFS integrates with visual inspection and thermal imaging, o ering a comprehensive track assessment, so maintenance teams can make informed choices by combining technologies. So ware engineers integrate rail surface imaging and rail pro le measurement into URFS, enhancing accuracy while remaining cost-e ective. With Machine Learning and Arti cial Intelligence (ML/AI) enhancing URFS, our passion guarantees enduring precision, eciency, and safety in rail transportation. URFS is essential for hi-rails/rail-bound vehicles to prevent safety risks. It integrates with technologies to o er bene ts such as pinpoint defect detection and streamlined controls. Combined with ENSCO Rail’s machine vision solutions, URFS enhances rail integrity assessment. Despite the shi to continuous testing, ultrasonic rail aw inspections remain crucial.

Photo Credit: Top Left: DMFAtlanta, Middle Left: ENCORE/Proverb, Bottom Right: ENSCO Rail

Geopier, A Division of CMC

For track maintenance applications, the Geopier GeoSpike® and SRT ®systems o er fast, easy, low-cost methods for stabilizing railroad subgrades. e GeoSpike system improves underperforming tracks by reinforcing unsuitable subgrade soils with rigid HDPE elements. Construction begins by driving pairs of GeoSpike elements between the rail ties to the design depths. During installation, the expanded top of the shell compresses between ties and expands back to its original shape a er clearing the rail ties. Aggregate is then placed within the shell and compacted. e dynamic loads from the passing rail cars arch through the ballast and into the GeoSpike apex. e load is then transferred through the GeoSpike body and into a suitable bearing layer. e GeoSpike elements can be installed in minutes without removing the tracks, ties, or ballast, which minimizes disruptions to rail operations. GeoSpike reinforced tracks have been proven to reduce dynamic de ection by 85% and eliminate the need for ongoing maintenance, allowing the tracks to operate as intended. e SRT system stabilizes slopes and active slides up to 15+ feet deep that occur adjacent to rail tracks. e system uses patented Plate Piles that are driven through unstable soils and into competent layers to arrest slope movement and prevent future failures. Visit Geopier at Rail Interchange, booth #4227 or visit geopier.com for more information.

HiRail

HiRail introduces a new product variation with a single tongue-and-groove versus current and previous models with a double tongue-andgroove. is new feature includes a thicker tongue section which leads to stronger individual pads for handling and a more robust and well-connected crossing system.

For the past 30 years, HiRail has made crossings to t various concrete tie pro les allowing clients to use 8- 3-in. or 8- 6-in. concrete ties instead of 10- at concrete ties.

HiRail is currently developing new crossing designs to t new concrete tie pro les and fastening systems introduced to the market recently.

Holland Holland Track Inspector

e track geometry market continues to trend towards increased automation, integration, and self-performance. For self-performance-based solutions, portable inspection systems like Holland’s Track Inspector complement traditional geometry collection in settings like yards and branch lines.

e Track Inspector is a full geometry system and can be mounted, con gured, and calibrated by one person in less than an hour. Usable under any conventional hi-rail vehicle with any size trailer hitch, the track inspector is designed to be installed on dedicated manned track measurement vehicles with a wireless connection between the system and an onboard tablet. ese units feature a lightweight and foldable mounting design which comes with a convenient travel and storage case.

At the heart of the system is our Argus ® track measurement technology, which no longer uses a conventional wheel-mounted encoder and has been replaced with a non-contact speed and distance measurement device, so there are no hardware reliability issues.

Photo Credit: Top Left: Geopier, Middle Left: HiRail, Bottom Right: Holland

Kawasaki Rail Car

Kawasaki’s latest developing product is an autonomous track component monitoring system. is technology, while installed on a locomotive, will capture high resolution pictures and provide the necessary data for Kawasaki to utilize machine learning algorithms to identify track fasteners and other track components that need to be inspected and repaired. A er successful testing with railroads in Japan during 2022, testing began with freight railroads in North America earlier this year. Production systems will be available in early 2024.

Along with the track component monitoring system and Kawasaki’s locomotive mounted autonomous track geometry monitoring system in production since 2021, Kawasaki is also developing a so ware platform designed to make track inspection and repair safer and more e cient. Beta testing of the so ware platform will begin this fall.

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

L.B. Foster

L.B. Foster adopts and deploys the latest technological advances to improve safety and reduce accidents by automating processes, reducing human error, reducing trackside maintenance, and providing real-time monitoring and alerts.

Our Friction Management (FM) portfolio supports railroads as they continue to look to their FM programs to maximize value in terms of fuel savings, reducing GHG emissions, and extending rail life. In addition, a well-run FM program can reduce the state of stress acting on their track infrastructure which, from a safety perspective, can reduce track spreading and derailments.

Our Total Track Monitoring portfolio was created to drive e ciencies, cost-e ectiveness, and, ultimately, enable rail safety for freight, transit, and industrial customers.

e WILDIV system remotely monitors rail vehicle wheel health to ensure safe and productive train operations. It allows users to detect wheel defects, reduce the likelihood of wheel and load related derailments, avoid costly transfer penalties, extend wheelset lifespan, and enhance maintenance and operational e ciency.

Rockfall Monitoring uses LiDAR technology to scan above the track for rocks and obstacles that pose a risk to trains. If a rock or obstacle of critical size is detected on track, a relay is dropped, and controllers are remotely alerted about the size and location of the obstruction.

Our Flood Monitoring is a 24/7 wireless inspection system that detects high water levels in ood-prone areas, helping to detect ooding near rail in real time. We are universally committed to enabling safety and believe that by placing safety rst, we can build trust and con dence in our business and contribute to a safer world.

We adopt and deploy the latest technological advances to improve safety and reduce accidents by automating processes, reducing human error, reducing trackside maintenance, and providing real-time monitoring and alerts.

Loram

Loram continues to prioritize the deployment of its advanced so ware technology, Rail Pro® In nity, for production rail grinding. is revolutionary so ware controls the position of grind stones used by Loram’s rail grinders, allowing for precise removal of damaged or fatigued metal and shaping of rails to desired pro les. e implementation of Rail Pro In nity has led to improved conformity to desired rail pro les with less grinding e ort, resulting in reduced energy and fuel consumption for Loram’s rail grinding customers.

Loram was recently recognized for these achievements and honored as an Innovation winner at the inaugural Norfolk Southern oroughbred Sustainability Partner Awards. anks to Rail Pro In nity, Loram was able to grind more pass miles for NS than ever before, while helping NS achieve its ESG goals of reducing fuel consumption and reducing its carbon footprint. Additionally, since 2021, Loram customers utilizing Rail Pro In nity helped reduce thousands of gallons of fuel consumption and tons of CO2 emissions. Furthermore, Loram’s customers have bene ted from reduced rail head loss of up to 15%, slowing rail wear and avoiding future CO2 emissions. Rail Pro In nity helps railroads not only improve rail quality but also reduce their carbon footprint.

Loram Technologies

Loram Virtual Rail

Loram Technologies Inc. (LTI) launched Loram Virtual Rail (LoramVR) soware to help with maintenance and capital planning.

e so ware modules support end-to-end pre-inspection, optimization, planning, execution, and quality management of maintenance work across the full track – wheel-rail interface, ties, ballast, and substructure.

e most recent innovation, Digital Twin, uses physics-based wear and rolling contact fatigue life extension models and economics to allow users to compare and quantify maintenance scenarios. LoramVR uses this technology to extend the life of assets and quantify real-world cost savings before implementing the strategies in the eld.

Implementations are helping to prevent squat/stud defects, improve grinding schedules and target rail pro les for mainline and turnouts, optimize grinding, tie replacement and tamping schedules, implement friction management, and more.

e core intellectual property was awarded a patent this year based on the utility and novelty of applying the so ware at freight and passenger railroads.

e so ware data infrastructure integrates with existing linear data analytics and enterprise asset management so ware, like Trapeze EAM at transit agencies, to help make the experience easier for railroads.

Previously only available in North America, LTI has made these so ware and services available to customers around the globe including Brazil, Europe, Australia, and other countries.

More information can be found at https://loram.com/inspection-and-optimization/loram-vr/.

Holland Automated Manganese Refurbishment

Photo Credit: Top Left: LORAM, Bottom Left: LORAM Technologies

Miller Ingenuity

ZoneGuard is an electronic roadway worker protection system that’s used to protect railway workers in active work zones and rail yards. It provides a second level of protection by delivering watchman lookouts, RWIC’s, and work crews with advanced warning of approaching track vehicles and eliminate human error factors, such as distractions, complacency, inexperience, and miscommunication, that are frequent contributors to close calls/accidents. It includes a patented combination of diverse sensor technologies that work together to ensure track vehicles are detected consistently and accurately. Its proven accuracy eliminate the chance of false alerts that can wrongfully establish complacency among work crews. ZoneGuard is exible and can be con gured to a customer’s unique operating environment. e portable kit is durable and lightweight enough to transport the equipment to every jobsite and can be setup in minutes. e xed system is permanently installed and has 24/7 train tracking capabilities with no con guration /setup required. It uses the setup from the xed system to warn workers within a rail yard of incoming track vehicles or cars being shoved into the facility. Train detectors determine if track vehicles are entering/exiting the facility and workers receive alerts from their wearable devices and the train alert modules mounted throughout the yard.

Nisus Corporation

QNAP® and QNAP2

Copper Naphthenate

Oil-Borne Preservative

QNAP® copper naphthenate is a non-restricted use, fast growing preservative in the U.S. for pressure treating crossties and bridge ties. Testing by the USDA Forest Product Laboratory showed a service life of 65+ years. e QNAP is clean to handle, so crews have less risk of irritation/burns when handling treated ties; bridge crews tell us that QNAP-treated ties are less slippery when wet. Non-conductive and non-corrosive, QNAP has a superior environmental pro le compared to other oil-borne preservatives, resulting in less drippage and bleeding, important for bridges over pedestrian walkways/roads/rivers. When ties reach the end of service, there are more options for disposal. QNAP2 shows the bene ts of copper-based, oil-borne preservatives. It can be used above/belowground and is applied with a brush on end-cuts/dap cuts/drill holes. Less environmental impact and increased cost e ciency: all innovations from Nisus Corporation. Better Science for a Better World. www.nisuscorp.com

Nordcoisaleadingproviderofhighlyengineeredequipment,partsandservicesto promotethesafety,efficiencyandfunction ofrailtransportation.Ourcomprehensive portfolioofproductsandservicesspans criticalapplicationssuchasroadwaywork equipment(RWE),mobilematerialhandling, railinspectiontechnology,productsupport andafulllineofaftermarketparts.

Photo Credit: Left: Miller Ingenuity, Right: Nisus Corporation

Grade crossing improvements keep Omni Products busy working with many industries in the U.S. and Canada. A varied product line lends itself to many applications enabling engineers to specify one of Omni’s products into any project, whether it be custom or a ready-to-ship concrete ECR panel in manufacturing facilities in Ill., N.C., and Texas. Omni Products include an in-house manufactured 100% virgin rubber utilized in our concrete design panels, Tracast 1/Tracast 2 tub modules, VRA railguard products, and Omni’s HDR full-depth rubber panels with steel reinforced rubber panels for extreme applications. Omni o ers a no-tear guarantee on its manufactured virgin rubber products, with a 6-year limited factory warranty from date of installation. Omni Products is working on future products that will be a game-changers. Omni Products and its engineering sta recognize the importance of a design to prevent axle weights and direct stresses of heavy/high ADT to come into contact with the head of the rail and is why it designed improved concrete (IC) grade crossing panels and VRA railguard design related products. Common standard or curve panels, concrete panels for turnouts, ADA compliant pedestrian crossings; Omni Products has a solution for most applications. Buy America = Omni Products.

Orgo- ermit, a Goldschmidt company, presents the Eddy Current Measurement service which inspects the rail running surface and the gauge corner of the rail for instances of rolling contact fatigue (RCF) damage. It includes an onboard train mounted system designed for continuous recording during revenue service hours and a manual operated trolley with 8 probes to identify underlying conditions of the rail surface. e method generates circular electrical currents in a conductive material. ese electrical currents identify abnormalities in the rail surface and indicate the depth of surface defects up to 0.106 in (2.7 mm). By identifying the scope of the RCF, customers can take preventive actions. It is used on railroads in Europe and disrupts the rail measurement arena in North America as it brings awareness to de ciencies that were previously overlooked. Orgo- ermit o ers this service, with/without rail grinding. Customers purchased this technology so they know what happens below the surface of the rail and know the next step in asset management of the rail.

Photo Credit: Left: Omni Products, Right: Orgo-Thermit

Orgo-Thermit

Omni Products

Pavemetrics

24/7

AI-based Autonomous

Track Inspection Deployed by CSX Railway

In order to supplement its existing inspection program, CSX recently deployed Railmetrics’ (a division of Pavemetrics Systems Inc.) LRAIL autonomous inspection systems on a eet of boxcars. e boxcar platform allows for the inspection systems to be easily mixed into the revenue schedule and to permit key routes to be continuously monitored, 24/7. e LRAIL systems are able to inspect the track continuously, day or night, while traveling at revenue speeds, and capture 2D images, 3D dimensional scans, and track geometry. Scan data is automatically processed onboard using CSX’s business rules in order to detect track locations requiring further investigation. Inspection capabilities of the systems include: centerline mapping, tie/sleeper inventory and grading, joint bar inventory and bolt counting, elastic fastener inventory and inspection, spiking inventory and inspection, tie plate inventory and inspection, anchor inventory and inspection, ballast cross section and surface fouling detection, and more. Outputs from the system are both linear-referenced and geo-referenced and use open data formats in order to allow use across the organization including the GIS department, engineering and maintenance.

Herzog

Experience the future of railroad safety with RailSentry™, Herzog’s cutting-edge object detection and alerting system. RailSentry is an intelligent solution that mitigates collisions between a train and vehicles/people/other objects. It’s the only solution that integrates with Positive Train Control (PTC) and the locomotive onboard unit to notify engineers of a potential hazard. With decades of Herzog’s expertise, RailSentry rede nes railroad safety. e system is programmed to emulate a seasoned railroader, employing business logic developed through years of hands-on experience. From trespassers to obstructions on track, RailSentry’s advanced sensors detect threats in real time. Wherever it is positioned along the ROW, RailSentry provides comprehensive sensor and video coverage, and potential risks are identi ed. RailSentry analyzes and models intricate situations to reduce potential risks. e system integrates with existing railroad infrastructure to enhance its adaptability without disrupting operations. RailSentry’s object detection identi es potential hazards in real time. e moment an obstacle is detected, its alert system triggers, providing noti cations to locomotive engineers/dispatchers/security personnel/emergency services through messaging applications or integrated warning devices. Herzog’s technology underscores the industry’s progression toward a safer, technologically advanced future. See Herzog’s RailSentry at Railway Interchange.

PortaCo, a member of the Golschmidt group, has recently developed 2 new hydraulic pro le grinders to support ermit welding and other Maintenance of Way activities. ese tools were developed with the di erent preference of railroad employees in mind as some prefer heavier pro le grinders whereas others prefer lighter pro le grinders. As part of their development, they have been used extensively with lots of user feedback given to re ne the details that matter. ese hydraulic grinders o er unbeatable power for fast and e ective grinding and have drawn extremely enthusiastic reviews from everyone who has used them with their power, ergonomics and ease of use to perform accurate, e ective grinding. Each grinder has the same hydraulic components to ensure easy support from a maintenance perspective. So, no matter which customer preference there is, they can use the same parts to ensure continued support of both grinders. ese tools are the latest developments at PortaCo to complement the existing range of hydraulic railroad tools to support Maintenance of Way activities.

The Model 10 Signal

Since 1936, the Model 10 Signal has set the standard for railroad crossing warning devices.

TheModel 10 can be configured to your specifications with a 3590 seriesgate mechanism, plus a gate arm up to forty feetlong. Then, either LEDorincandescent light units, along with either a mechanical oran electronic warningbell,andthe proper signage completethe signal assembly.

Please contact Western-Cullen-Hayes, for Model 10 details.

PortaCo

Plasser American has designed a stateof-the-art Enhanced Rail Inspection system that is able to accomplish the continuous collection of data with postprocessed analysis as well as real-time display and defect monitoring. e machine o ers improved safety and derailment prevention by detecting potential problems with rails before they cause a failure. Operation of this technology reduces maintenance costs and extends rail life by way of earlier problem detection. e system was built from the ground up, o ering the most up to date so ware for a Windows 10 64-bit platform. It can test at speeds up to 43mph and maintain a transducer ring pulse density at a xed 4mm distance. Enhanced Pattern Recognition and adaptive learning capabilities allow for real-time and post-processed decisions as indicated. e systems can be installed on traditional, rail-bound platforms and more mobile and smaller Hi-rails. e availability of a variety of sizes/shapes make the ultrasonic testing equipment versatile for the end-user while all systems can operate on the same so ware and electronics. A hand-held model is available to verify defects. Plasser American Corporation o ers these systems on all aforementioned platforms and contracted services where Plasser American runs these systems or third-party systems for customers and provide analysis of the data.

RCE Equipment Solutions

Visit RCE at booth #4265 at Railway Interchange for new product announcements. e new Series 5 P Swing Loaders (on display at Railway Interchange) have arrived. e new Series use a John Deere 544 P-Tier model machine with enhanced performance and e ciency. e new P-Tier wheel loaders include customizable ergonomic electrohydraulic (EH) controls and streamlined electrical and hydraulic routing. e standard loader boom and housing was replaced with a 200-degree turntable and allows the operator to do swing crane functions. e main boom assembly retains its structural integrity, and the Series 5 can complete wheel loader functions with 14,500 lbs. of li capacity. With high traction axles, the Series 5 Swing Loader has enough drawbar pull to handle the positioning of continuous rail. e Railavator (245P on display) is RCE’s most popular machine because of its patented hydraulic powered retractable high rail. Customers can take it anywhere they need. e New

Plasser American

Photo Credit: Left: Plasser American, Right: RCE Equipment Solutions

Series 210P, 245P and 250P Railavators boast RCE’s new Ultra Life Axles. ese drives are made of high strength alloy steel – 2X more structural strength than existing cast iron nal drives. e Ultra Life Axles have increased axle bearing capacity and are rebuildable/repairable. e Ultra Life Axles have a three year/unlimited hours warranty.

e New Series Railavators have many design enhancements, including a new hydraulic system. ere are more components in the common manifold with less hoses, separate components, and joints to potentially leak. e F-N-R valves are pilot operated instead of electrical coils for a reliable design. e RCE team updated the Railavator structure, including the high rail linkages and supports, extending support gussets and adding weight to the links and frames. ese modi cations reduce frame exing and potential cracking. e main drive frame is aligned in all axis’ for drive components. e drive axle mounting has been changed for more strength and durability, as well as the axle mount and front/rear bumpers and tow points.

e improved rotary manifold has a higher pressure rating and longer life. e push button monitor controls the high rail and all available attachments from inside the cab. An industry exclusive, the 50G (on display), 85G and 135P Railavators feature an adjustable lower track frame.

RELAM

Railroad Equipment Leasing and Maintenance (RELAM) Inc. is centrally located with three main facilities serving the U.S. and Canada with quality MoW equipment. RELAM provides railway equipment for short or long-term rent of your Rail/Tie replacement and surfacing equipment, vegetation machines, railcar movers, excavators and more. No o -the-shelf solutions, no standardized approaches. Tell us the equipment you want and let us do the rest. Our professionals will develop customized, knowledge-based solutions to t your current and future needs. Contact quotes@ relaminc.com

Stanley RD60 Battery Rail Drill

e all-new STANLEY RD60

Battery

Rail Drill is a powerful cordless rail drill that maximizes e ciency and reduces the cost of operation in railroad maintenance. Powered by the DEWALT FLEXVOLT® 60V Battery System that drives over 250+ DEWALT power tools, the RD60 o ers an ergonomic and lightweight design, cordless performance, and a brushless heavy-duty motor to boost productivity without compromising precision and quality. Take productivity to the next level with RD60’s patented auto-feed drill cycle for quick and consistent drilling, easy to use push-button controls, and quick-adjust rail clamp. Plus, with 20% weight savings the RD60 is easy to carry, o ers all-season weather protection, and toolless bit exchange. With no extra hoses or wires, the battery powered RD60 ensures safer and easier railroad operations. Combined with the biodegradable cutting uid used, the rail drill is an eco-friendly solution. Stop by the STANLEY booth #4665 at Railway Interchange in Indianapolis to learn more and talk to our team of industry experts.

Follow the link below for more information about the STANLEY RD60: https://www.stanleyindustrial.com/stanley-industrial/ stanleyinfrastructure-rd60-battery-rail-drill/1/p/1

Owners can extend the life of tracks, diamonds, and other rail structures with Tensar geogrid technology. Tensar geogrids enhance the performance of ballast and sub-ballast by interlocking unbound materials. As the granular material strikes through the geogrid openings, it becomes laterally restrained and obtains a higher degree of con nement. is sti stabilized layer resists rutting, improves bearing and tra c capacity. Geogrid stabilized layers extend the period between maintenance operations three to ve times for less slow orders, increased safety, and longer-lasting rail components. With fast and easy installation, Tensar geogrid reduces track outages and remediation is immediate. Tensar works with local maintenance sta to ensure the geogrid is installed properly and requires minimal sta . Once the grid is installed, the crew can tamp without damaging the grid. Learn how you can bene t from lifecycle savings with Tensar geogrid technology. Visit TensarCorp.com or call 800-TENSAR-1. Together, we can help you nd the best, engineered solution.

WE SIFT THROUGH THE NEWS SO YOU DON’T HAVE TO

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.

Tensar

Photo Credit: Left: Stanley, Right: Tensar

e Twinco TMC-1 Submersible Switch Machine was conceived, designed, and manufactured to address the most demanding requirements of today’s rail and transit market. With an IP68 rating, the machine o ers reliability and resiliency against ooding and extreme temperature variations.

e TMC-1’s modular design o ers quick and easy servicing and maintenance of parts, as well as versatility in its functionality. e TMC-1 is o ered in both trailable and non-trailable versions with features including compact mechanical switch and lock movement, low height pro le, wayside or mid-track mounting, and dual switch point indication.

voestalpine Railway Systems

voestalpine Railway Systems

Nortrak’s special trackwork expertise with in-depth knowledge of fastening systems and switch machines allow our teams to apply a combined approach to solve customer problems. Our moveable point frog (MPF) with BlueRoll MPF Extreme Duty rollers on concrete ties, controlled by our Unistar-HR switch machine is an example. e concrete ties strengthen gauge and the BlueRoll MPF Extreme Duty rollers minimize friction and maintenance, and the Unistar-HR controls the MPF through a single interface to the signal system with multiple drive points for full mechanical locking and detection. e Unistar-HR has bene ts including a small footprint, is ood resistant, and can be installed without a crane. e BlueRoll MPF Extreme Duty rollers li the moveable point as it moves, reducing maintenance and lubrication. It clamps to the rail base and allows for lateral adjustability. Each component adds value/solves problems, but together, the elements complement one another and work as a system to solve several challenges.

Twinco

W OMEN IN RAIL

NOVEMBER 2, 2023 Chicago, IL

CONNECT. INSPIRE. INNOVATE.

Network and collaborate with a diverse group of women and allies who are making a difference in the rail industry. Learn how railroaders can maintain the momentum of inclusion, build strong support networks, and take advantage of ever-broadening career opportunities.

WHY ATTEND:

•Discover career advancement and development opportunities

• Learn about the career paths of women leaders and how today’s railways are supporting them

•Explore DEI (Diversity, Equity and Inclusion) initiatives

• Learn about mentorship best practices—from finding a mentor, to serving as one

•Discover how ERGs (Employee Resource Groups) are established for community building and support

•Connect with your peers—both upcoming talents and accomplished women in rail

SUPPORTING ORGANIZATIONS

Shaw Mgr. - Crew Dispatching Metra

Laura Ramirez Head of DEI Trinity Industries

Tom Prendergast EVP AECOM

MANAGING SLACK IN TRAINS

WITH CARS

EQUIPPED WITH HYDRAULIC END-OF-CARCUSHIONING DEVICES

By Je Tuzik

Photo Credit: Mike Yuhas

JONATHAN SUNDE, Chief Engineer – Draft and Brake Systems at Strato, Inc.

Among the most signi cant forces that freight railroads contend with in daily operations are bu and dra (or compressive and tensile) forces between cars within train consists. ese forces are mediated by various damping technologies, braking and acceleration practices, and by train make-up. When these forces aren’t managed properly, the consequences can range from damaged couplers to derailed trains.

A few technologies are used to help control bu and dra forces between cars and to mitigate the e ects of yard impacts. Dra gear is designed to absorb impacts between train couplers. e earliest and simplest friction dra gear operates by pushing friction shoes against wear plates during compression to absorb energy, and then returning to neutral via spring force, Jonathan Sunde, Chief Engineer – Dra and Brake Systems at Strato, Inc., told delegates at the 2023 Wheel/ Rail Interaction conference. More modern polymer dra gear works on a similar principle but uses non-metallic spring sets to return a er compression. “ ese polymer-type springs can absorb signi cantly more energy than steel-type springs on the compression and release strokes,” Sunde said.

Hydraulic end-of-car-cushioning (EOCC) devices represent a more modern and versatile approach to bu -force mitigation.

EOCCs are designed such that their pre-load (the force required to begin compressing the piston) can be adjusted based on their intended use. “[EOCCs] are purpose-built for yard impacts — the very long stoke allows for signi cant energy absorption,” Sunde said. ese are installed on cars in which impacts could shi or damage lading, typically: multi-level, coil steel, center-beam and bulkhead at cars, and boxcars.

Auto racks, or multi-levels, typically have a preload of 50,000 lbs and a stroke or compression of 10 inches. Other cars typically have a 100,000-lb preload and a 15-inch stroke, said Brad Kerchof, former Director of Research & Tests at Norfolk Southern and senior consultant to Advanced Rail Management / Global Rail Group. Because EOCCs are mounted on both ends of a given car, the e ective compression between two cars is twice the piston stroke length. Among these types of cars, multi-level and coil steel cars tend to derail more frequently, Kerchof said. One reason for this is that these two car types tend to run in large blocks, and as the number of cars with EOCCs increases, so does the amount of slack available in the consist.

While both the compression and return strokes of an EOCC are hydraulically damped, there is also a varying amount of free slack inherent to these systems, and free slack can worsen as units age. Even couplers

themselves typically have roughly ½ inch of free slack due to the nature of their design, Jonathan Sunde said.

As bu and dra forces act on the slack within a consist, be it free slack or EOCC slack, a number of adverse e ects — from component failure to derailment — can result. e derailments and subsequent investigations of two speci c Norfolk Southern trains (trains 18N and 22Q) illustrate how slack interacts with various operational conditions, and how such catastrophic events can be avoided.

Train 18N

Train 18N consisted of 107 multi-level cars equipped with EOCCs. Its total length was 10,331 feet and the total EOCC slack in the consist was 178 feet. “ is means that the di erence in this train’s length between its compressed and uncompressed state was about two car lengths,” Brad Kerchof said.

When the head end of train 18N reached the bottom of a 1.8% descending grade, the engineer released the air brakes, resulting in a gradual increase of the head-end speed. But due to the nature of air brake systems, it took some time for this increase in brake pipe pressure to travel the length of the train. A service (non-emergency) change in brake pipe pressure travels at 600 feet per second. For a 2-mile-long train, a pressure change

BRAD KERCHOF, Former Director of Research & Tests at Norfolk Southern and senior consultant to Advanced Rail Management / Global Rail Group.

Photo: Mike Yuhas

Fastener Innovations–Right On Track

Our high performance fasteners support safe and reliable transportation.

The GE11 e-style clip is produced with an innovative manufacturing process which signi cantly reduces internal stress, improving the fatigue performance beyond that of the legacy eClip.Approved and used by Class I and transit customers, these American-made fasteners are available in both right-handed and left-handed versions.Innovative fastener solutions are just one more way we keep you rolling.

We keep you rolling.

The GE11 e-style clip is available in right-handed and left-handed versions.

takes 17 seconds to travel from head to rear, he said. is meant that for a number of seconds, while the head end had brakes released, the rear end had brakes still applied.

is non-uniform train operation (the head-end gradually accelerating and the rear-end helper locomotive still braking) caused the train to “stretch.” When the rearend brakes did release, the portion of the train still on the descending grade began to accelerate quickly, an acceleration that was facilitated by a train-length of uncompressed EOCCs. As the chain of EOCCs compressed, the rear end ultimately reached a peak speed of 7 mph faster than the head-end. Once the

last EOCC was compressed and there was no more slack available, this speed di erential resulted in an impact force, or run-in, suciently large to buckle the train and derail 15 multi-levels.

e o cial cause of the derailment was attributed to “improper release of the air brakes on a descending grade, allowing the stretched train to run-in,” Kerchof said. In addition to determining the cause of the derailment, the investigation committee also recommended that in order to prevent future derailments of a similar type, the engineer should delay release of the air brakes until half the train is o the descending grade.

“ is was instituted in 2014, and there haven’t been any problems since,” he added.

Train 22Q

Train 22Q consisted of three locomotives on the head-end followed by 70 cars, including loaded double-stacks and loaded and empty multi-levels, for a total length of 10,194 feet. e tonnage pro le of the consist was such that 41 multi-level cars — with a total of 68 feet of EOCC slack — were sandwiched between a group of 17 doublestacks on the head-end and 12 doublestacks on the trailing end.

e train was on an undulating grade.

Uncompressed and compressed end-of-car-cushioning devices.

A cutaway of an EOCC showing the hydraulic fluid chambers and the available slack (piston length)

HOW DO YOU MANAGE RAIL BUCKLES?

Measure your rail temperature using existing Alstom track circuits Real time reporting for every track circuit - more accurate and granular than weather data Can improve train speeds by specifying exactly where and when slow orders are needed.

Stop by Alstom’s booth (1701) at this year’s Railway Interchange event to learn more and see Rail TempEst up close!

www.alstom.com

e bulk of the consist had crested a hill and was on a descending 1.2% grade. As the rear doublestack block crested the hill and began its descent, the weight of these trailing cars, combined with the grade, generated an 80,000-lb. compressive force against the mid-train multi-levels. With a preload of 50,000 lbs., the multi-level EOCCs compressed until there was no slack available. “ ink of the EOCC-equipped cars as a slinky, and the trailing doublestacks as a bowling ball,” Kerchof said. Once the rear doublestacks started moving down the grade, the “slinky” was overcome by their combined mass. As with the 18N derailment, the resulting impact force, or run-in, was su ciently large to buckle the train. Twenty multi-levels derailed.

e derailment investigation team modeled the in-train forces by feeding track, equipment and locomotive engineer command data into a TOES (Train Operation and Energy Simulator) simulation to pinpoint the precise coupler forces that triggered the derailment. “We concluded that this train was destined to derail,” Kerchof said, adding that the

modelling indicated that no accepted trainhandling practices could have prevented a derailment-causing run-in.

ese examples highlight the importance of considering train make-up in addition to other factors when it comes to operational best-practices; the number and placement of EOCC-equipped cars, the combined tonnage trailing a block of EOCC cars, and braking practices on a descending grade can all be directly involved in causing or preventing a derailment. And one of the key take-aways from these investigations and other bu and dra force analyses is that regardless of other variables, large blocks of hydraulic EOCC-equipped cars are inherently subject to higher bu and dra forces than cars using other dra systems, Strato’s Jonathan Sunde said.

Je Tuzik is Managing Editor of Interface Journal.

is article previously appeared in Interface Journal (www.interfacejournal. com) and is based on a presentation made at Wheel-Rail Seminars’ 2023 Wheel/Rail Interaction Conference.

TheRailwayEducationalBureau FederalRegulations

WorkplaceSafety

TrackSafetyStandards, containstheTrackSafety Standards,SubpartsA-F,forClassesoftrack1-5.The standardscovergeneralinformation,Roadbed,Track Geometry,TrackStructure,TrackAppliancesand Track-RelatedDevices,andInspection.IncludesDefectCodes. Updated January6,2023.

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A profile of the weight-distribution of train 22Q, with track grade superimposed (in black) The EOCC-equipped cars act like a slinky pulling a bowling ball.

Key Sessions

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•Operations Planning and Modeling

•Battery and Hydrogen Fuel Cell Propulsion

•Signaling, Train Control and Street-Running Interfaces

•Leveraging Federal Funding

•PLUS Tour NJ Transit’s Hudson Bergen System

Speakers include Keynote

Kevin S. Corbett President and CEO NJ Transit

Je rey A. Warsh Partner & VP MBI Former Exec. Dir., NJ Transit

Fred Mills, P.E. Chief Signal Engineer Houston METRO

Anna Hooven, P.E. Program Mgr. –Bridges & Buildings SEPTA

Joe Costigan, Jr. Rapid Transit Program Sponsor (Dir.) Metrolinx

John Mardente C.Eng. –Passenger Rail Div. FRA

ON TRACK

Photo Credit: Bruce E. Kelly

Afour-year, multi-faceted project to widen a singletrack chokepoint on BNSF’s Northern Corridor at Sandpoint, Idaho, is now complete, following the cut-over of new track during a 16-hour work window on August 6, 2023. What used to be two miles of singletrack main line involving a bridge nearly a mile long over Lake Pend Oreille is now two main tracks with parallel bridges, plus an improved connection where BNSF’s Kootenai River Subdivision links up with Montana Rail Link.

The first major step in BNSF’s Sandpoint Junction Connector project was the construction of a second bridge, 4,873 feet long, across Lake Pend Oreille, entering service in November 2022. Two smaller bridges were built within the city of Sandpoint but did not enter service until the August 6, 2023, track cut-over. After trains began using the new Lake Pend Oreille bridge late last year, much of 2023 was spent replacing or reinforcing spans and piers on the middle portion of the old bridge, which dates back to 1904.

In 1972, BNSF predecessor Burlington Northern consolidated the traffic from multiple routes between the Pacific Northwest and the central and eastern U.S. onto a single line between Spokane, Washington, and Sandpoint. Increases in grain, intermodal, export coal, and other traffic during the 1980s and ’90s began to overwhelm BN’s mostly single-track Spokane-Sandpoint main line, which some nicknamed “The Funnel.”

In 1997, two years after BN merged with Santa Fe Railway, the first phase of doubletracking The Funnel began, with 38.5 miles of second main track laid. Between 2017 and 2019, BNSF added another 14.5 miles of second main. Now, with the completion of the second main from East Algoma to Sandpoint Jct., all that remains to fully doubletrack the 68-mile Spokane-Sandpoint corridor is a 4-mile segment between Irvin and Otis Orchards, Washington. BNSF has already begun grade work and

On August 7, 2023, the morning after BNSF completed its Sandpoint Junction Connector project in Idaho, a Chicagoto-Portland intermodal crosses Lake Pend Oreille on Bridge 3.9B (opened in 2022) while a Herzog maintenance train waits just o of Bridge 3.9A (opened in 1904 and renovated in 2023 and prior years) before crossing over to the adjacent main to head east.

bridge construction at the Spokane River to accommodate a second track, which the company says will take “approximately two more years” to complete.

“The completion of this bridge is a big win for our customers and the community, especially before the start of the fall harvest season,” said BNSF Vice President of Engineering John Cech, Railway Track & Structures 2022 Engineer of the Year. “This milestone is thanks to many team members spanning across multiple departments who collaborated to help improve the consistency of our service. This bridge will be critical moving forward to address our long-term growth and will allow us to meet customer expectations for the next century or more.”

On August 7, 2023, with both mains through Sandpoint now in service, a westbound intermodal train crosses Bridge 3.9B, which opened last November, while an eastbound manifest waits on recently-renovated Bridge 3.9A before crossing over to the other main and continuing toward Whitefish, Mont.

Workers on August 6, 2023, tie the new main track in with the existing Kootenai River Sub at Sandpoint Jct., Idaho.

Across Lake Pend Oreille from Sandpoint on August 6, 2023, men and machines reconfigure the track at what used to be East Algoma, the eastern terminus of more than 50 miles of dual main line. Now these two tracks remain separate and lead directly onto the two bridges spanning the lake.

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Message From The President

PROFESSIONAL DEVELOPMENT

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Iam very honored for the opportunity to serve AREMA as President. As my term as Senior Vice President ends, it seems to have gone by in the blink of an eye. When I rst began my involvement with AREMA back in 2006, I thought Committee 33 - Electric Energy Utilization was a great opportunity to collaborate with experts in railway electri cation and contribute to a set of recommended practices that were needed to drive consistency in the eld. As I worked my way up in the Passenger & Transit (P&T) Functional Group, it was a great experience to engage the other Technical Committees in P&T and see the similarities and di erences in moving people by rail. I never anticipated having the chance to serve as President of this ne organization. It has been a momentous year working with Trent M. Hudak, PE, AREMA President and Director Engineering Services, BNSF Railway, AREMA sta , and the various groups and Technical Committees. Hopefully, my work on the Program Committee for the 2023 Annual Conference will re ect a program that meets our attendees’ expectations.

I just recently had the honor of hosting the joint APTA/AREMA Passenger Railway Engineering Education Symposium (p-REES ). is program intends to expose engineering faculty across the US to our world of railroad engineering. It was encouraging to see the interest and commitment the colleges and universities have to establish and cultivate a true railroad engineering program. ere was a great exchange of technical content during the three-day symposium that ranged from introductory rail engineering topics to more technical discussions and project presentations. We topped it

o with eld visits hosted by Amtrak [see image on p. 52] and WMATA. I thoroughly enjoyed meeting the various faculty sta and feel very encouraged to see the strong interest in our industry. ere is a tremendous opportunity to engage academia to foster research that can not only help solve our age-old problems but also pave our way to new innovations.

I would like to thank Trent for his guidance and direction as AREMA President, and I look forward to continuing collaboration with him in his Past President role. His shoes will be tough to ll considering all the accomplishments over his term as President, but I am truly fortunate to be able to have him available as a resource to help me along in this role. William S. “Bill” Riehl, PE, F.SAME, Chief Engineer Structures, Genesee & Wyoming Inc. will join AREMA leadership as AREMA’s Senior Vice President at the conclusion of the AREMA 2023 Annual Conference. I welcome him to his new role. One of his many responsibilities will be preparing the program for the AREMA 2024 Annual Conference & Expo in Louisville, KY.

As far as this year’s Annual Conference is concerned, combined with Railway Interchange, it is the largest railway exhibition and technical conference in North America. e Program Committee and AREMA sta have put together a great lineup of technical presentations within the six functional groups in the Monday and Wednesday general sessions. is will be in addition to the Tuesday all day technical sessions. ese seventy-eight presentations will also be available On Demand a er the Annual Conference. at way, if you are torn between two topics in the same time slot, you will not have to choose which one to attend. Do not forget the two Seminars being o ered on-site: Introduction to Practical Railway Engineering and Track Alignment Design, Part II. ese are all great opportunities to expand your railroad knowledge and earn some additional PDHs.

AREMA has always been dedicated to supporting opportunities for our future railroad generation. is year’s Annual Conference will continue that theme with the Student Program’s tour of Amtrak’s Beech Grove Shops, Student Chapter Leadership Working Session, and networking-focused events. All this, combined with a massive exhibit hall, will prove to be a great experience in Indy.

As for my background, I graduated with

INCOMING AREMA President Interview Questions

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

VERRELLE: I started out as a highway bridge engineer in a consulting rm. When I was asked to help with the structural calculations on an electri cation project, I found the railroad to have more challenges in the engineering problems that needed solving.

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

VERRELLE: A lot of my free time is spent on the water shing. Saltwater shing o the coast of New Jersey is my primary focus, but I love shing anywhere there is an opportunity.

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

VERRELLE: I come from a railroad family. My father worked for PRR, Penn Central,

2023 MEETINGS

SEPTEMBER 30 - OCTOBER 1

Committee 24 - Education & Training

OCTOBER 1

Committee 12 - Rail Transit

Committee 33 - Electric Energy Utilization

Committee 17 - High Speed Rail Systems

Committee 11 - Commuter & Intercity Rail Systems

and Amtrak for a total of 41 years in the Electric Traction Department. During his career, we got to work together on quite a few Electric Traction projects that I designed, and he constructed. Nothing like hearing all of the de ciencies in my design at Sunday dinner. It was a great experience, and we had a lot of fun working together.

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

VERRELLE: Seek out a good mentor. Having someone that has been in the industry to provide guidance and advice is invaluable when trying to navigate this industry.

UPCOMING COMMITTEE MEETINGS

Committee 4 – Rail

OCTOBER 5

Committee 39 – Positive Train Control

Committee 27 - Maintenance of Way Work Equipment

OCTOBER 2

Committee

Committees 11 and 17 Joint Meeting

Committee 10 – Structures Maintenance & Construction

Join a technical committee

OCTOBER 4-5

Committee 38 – Information, Defect Detection & Energy Systems

Joining a technical committee is the starting point for involvement in the Association and an opportunity for lifelong growth in the industry. AREMA has 30 technical committees covering a broad spectrum of railway engineering specialties. Build your network of contacts, sharpen your leadership skills, learn from other members and maximize your membership investment. If you’re interested in joining a technical committee or sitting in on a meeting as a guest, please contact Alayne Bell at abell@arema.org.

For a complete list of all committee meetings, visit www.arema.org.

WHEN I WAS ASKED TO HELP WITH THE STRUCTURAL CALCULATIONS ON AN ELECTRIFICATION PROJECT, I FOUND THE RAILROAD TO HAVE MORE CHALLENGES IN THE ENGINEERING PROBLEMS THAT NEEDED SOLVING.

a degree in Civil Engineering from Temple University in 1993 marking my 30th year in the railroad industry. In those 30 years, I spent 22 of those years at Amtrak with a primary focus on railway electri cation. erefore, by habit, when walking on the right of way, I am normally looking up instead of looking down. I have held many di erent titles over those 22 years, working in design, construction, and maintenance/operations. I currently hold the position of Vice President – Engineering Services, responsible for the engineering design, standards, and policies for all four engineering disciplines (Track, Structures, Signals, and Electric Traction). I am also in the process of building a research and development group to provide a dedicated focus on leveraging innovative technologies to solve our age-old infrastructure issues. When I am not on the railroad, I like to be on the water shing. My main haunts are the ocean and back bays of Southern New Jersey, but I like to wet a line anytime the opportunity presents itself. If I didn’t have such a packed schedule in Indy, a travel rod may nd its way into my baggage.

I look forward to seeing everyone in October at Indy. It is a very exciting time in our industry, and I couldn’t be more excited to serve such a great organization as AREMA.

FYI

Register now for the AREMA 2023 Annual Conference in conjunction with Railway Interchange. Railway Interchange is back after four years October 1-4 at the Indiana Convention Center. For the latest information about Keynote Speakers, Technical Presentations, Sponsorship, and more, visit www.conference.arema.org.

Did you know we have a wide variety of On Demand education for learning on your time? Browse our most popular webinars, seminars, and Annual Conferences to earn your PDH credits on the go. Visit www.arema.org to start your On Demand learning today.

Is your Library up to date? Order the new 2023 Manual for Railway Engineering and Communications & Signals Manual today. If you need it now, download the PDF version online at www.arema.org.

Don’t miss out on the conversation happening in AREMA’s Member Forum. The Member Forum connects you with other Members allowing you to send messages, start conversations, and more. See what

everyone is talking about today: https:// community.arema.org/home.

If you’re looking for a podcast to binge, listen to AREMA’s Platform Chats. It features guests from every aspect of the railway industry. Available on all of your favorite listening services.

Leverage the power of your trusted association’s Railway Careers Network to tap into a talent pool of job candidates with the training and education needed for longterm success. Visit www.arema.org/careers to post your job today.

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Fresno State’s AREMA Student Chapter Visits the BNSF Calwa Yard

This April, Members of the AREMA Student Chapter and Railway Engineering students from California State University - Fresno, also known as “Fresno State”, toured the BNSF Calwa Yard and the BNSF track relocation work to accommodate the California High-Speed Rail line near Bowles, California. Making the educational experience even more special was the fact that the tour was led by current AREMA President Trent Hudak, PE, who is also a Director Engineering Services for BNSF Railway.

Fresno State established its rail program in the Fall 2019 semester, and currently o ers several railway courses including CE 156/291T “Railroad Engineering: An Introduction”, and CE 157 “Railroad Geometric Design”, which are taught by Fresno State’s Railroad Engineering Program Director, Dr. John Gregory Green, PE. One unique bene t of Fresno State’s railway engineering

courses is that each semester an integral part of the class is a eld trip to a railroad facility. Another interesting point is that most of the students that attended the eld trip are part of Fresno State’s AREMA Student Chapter, which is led by its Faculty Advisor Dr. Ching Chiaw Choo, and its Student Chapter President Siddhartha Erelli, Vice President Afshin Roozbahani, and Treasurer Hong Yu Tan. ere are currently 23 members of the Fresno State AREMA Student Chapter.

At Calwa Yard, the students saw up close various track and yard infrastructure, and learned the importance of each. Yard Operations personnel also explained brie y how the yard worked and how the yard is an integral part of moving freight by rail through the San Joaquin Valley.

A er touring the Calwa Yard, the BNSF engineering sta led the students to the second tour site, the ongoing construction work near Bowles, California. Between

Bowles and Conejo, CA, BNSF’s existing two (2) mainline tracks, a siding, and an industry track are being constructed on a new alignment in order to accommodate the California High Speed Rail trackage being built adjacent to the existing railroad right of way.

e value of such a practical educational experience is clear. As the eld trip nished, Fresno State student Bryce Vue stated, “Fresno State’s railroad classes and eld trips to railroad facilities encouraged me to seek a job in the rail industry. I am happy to say that when I graduate this Spring, I will be starting a job with a consulting engineering company working on railroad design projects”.

Fresno State would like to thank the employees of the BNSF Railway, especially AREMA President Trent Hudak for setting up the wonderful opportunity to learn more about freight railroading infrastructure in the eld.

Article and Photo by John G. Green, Ph.D., P.E., Chairperson of Committee 24, and a professor with the Department of Civil & Railroad Engineering at Fresno State

Trent Hudak, PE, AREMA President, Explains to the Fresno State Students the Details of the Bowles to Conejo Track Relocation Project

This section has been created solely for the convenience of our readers to facilitate immediate contact with the RAILWAY TRACK & STRUCTURES advertisers in this issue. The Advertisers Index is an editorial feature maintained for the convenience of readers. It is not part of the advertiser contract and RTS assumes no responsibility for the correctness.

Making It Right

The Norfolk Southern Response to East Palestine

By David C. Lester, Editor-in-Chief

Just before press time, Norfolk Southern released a report entitled Making it Right: A Six-Month Progress Report on East Palestine, Ohio, and Surrounding Communities. is report, of course, updates the public about the remediation e orts the company has engaged in since the freight train derailment there on February 3. A er reading and thinking about the report, I’m not sure that I’ve seen any railroad do what NS has done, including keeping the public informed on its e orts, in terms of remediation of the damage done by the derailment. Sure, there have been some government directives around what NS needed to do a er this catastrophe. And, as one would expect, lawsuits against the railroad abound.

However, I may be wrong, but I think the extent of the work of, and the nancial commitment made by the railroad are unprecedented. Moreover, NS seems to have been very responsive to community requests, such as when they proceeded with, at the request of Palestine residents, to take up the track and soil underneath that could have been contaminated with hazardous materials.

e railroad has made $64 million in payments and commitments to continue to help the community. While no one was injured or killed by this derailment, the major concern is not only the condition of the soil, water, and air in the community, but also possible longterm health e ects that could appear years in the future due to exposure to hazardous materials during the derailment and venting of cars that re ghters were concerned would explode. ere is a robust testing program for testing water, soil and air quality, and NS is also working with o cials on a medical compensation fund to provide, as CEO Alan Shaw says in his opening letter, “an additional level of assurance.”

While I believe the substance and spirit of this report is accurate and genuine, I expect that crisis management experts are behind some or all of it to help maintain NS’s public image. While who is ultimately responsible for the derailment is an ongoing debate, NS was le holding the bag, and the railroad needs to project a strong, positive, and helpful image through its remediation work. And, the report is lled with references to the general improvement of NS’s safety culture to allay fears that

the railroad is not taking a long look at how it operates to help reduce the likelihood of accidents like East Palestine. e railroad has even created a new position, Vice President of Safety, held by John Fleps, a 17-year veteran with NS. An interesting move announced by the railroad is the engagement of Atkins Nuclear Secured (ANS), a rm specializing in safety cultures that is headed by a retired admiral from the Nuclear Navy. e report goes on to say that “[t]he nuclear industry is the gold standard for industrial safety.

Supported by their partnership with the ANS, Norfolk Southern seeks to become the “gold standard in safety for the rail industry.”

While the East Palestine derailment created a huge mess, as I’ve written before, I don’t know that Norfolk Southern could do any

more than it has done and is doing to remediate the disruption caused by the accident. e railroad could have hidden behind lawyers, dealt quietly with lawsuits and government directives, and limited exposure to the press. Instead, Alan Shaw and his team have tried to get out in front of this, keep people informed, and put in lots of person-hours for remediation work from testing and cleaning water, air and soil, and doing their best to come to the aid and comfort of East Palestine residents. While these e orts are important for the company’s public relations and public image, I believe that a lot of their work is motivated by genuine concern for East Palestine and its residents. is report is worth a read. A erward, I believe you will agree, like I do, that Norfolk Southern is truly “making it right.”

Making it Right:

Norfolk Southern’s six-month update on East Palestine

Photo Credit: Norfolk Southern

SeeyouinIndianapolis

OCTOBER1-4>>INDIANACONVENTIONCENTER

TheAREMA2023AnnualConferenceinconjunctionwith RailwayInterchangeisbackafterfouryears.Joinusto network,expandyourknowledgefromthenearly80Technical Presentations,findsolutionsintheExhibitHallfeaturingover 700companies,andmuchmore.

Avoidthelinesofon-siteregistrationandsaveyourseatat www.conference.arema.org.

Come see us at booth 3953 at the Railway Interchange and booth 4842 at the APTA Show