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Engineering Services
TIE AND SURFACING TEAM
MOMENTUM INCREASES IN RES PRODUCTIVITY, SERVICE
After a banner year in 2021, Railroad Engineering Services (RES) tie and surfacing teams are following up with an even better year. The plan was to install nearly 490,000 ties in 2022; and at the halfway point, RES was on target to reach that goal. Director of Planning and Support Ann Waters points to an 8% productivity increase year over year, as well as an increasing trend toward finishing projects early and completing additional unscheduled work. For example, on Rapid City, Pierre & Eastern Railroad’s (RCPE) PRC Subdivision, a team finished one day early and was able to use the available time to support installation of gaging ties in a nearby curve, which eliminated the need for additional contracted services. Waters says that there is much more to like about this year’s overall progress, including a teamwork mindset that’s permeating RES. “Knowing that productivity is only one piece of the puzzle, we’ve kept a high level of focus on customer satisfaction by supporting legacy tie pickup, surfacing all turnouts and making improvements to quality control,” says Waters. “Overall, regional feedback has been positive; and, in turn, it has supported our successful teamwork approach.”
Machine Operator Gary Dykes helps G&W maintain its reputation for safety and excellent customer service.
TIE AND SURFACING CREWS
ASSISTANT MANAGERS JONES, COLE, PENNINGTON PROMOTED FROM THE RANKS
Talented and dedicated employees are moving up through the RES ranks, as the three tie and surfacing crews have appointed new assistant managers of production.
Terrell Jones, Mark Cole and Kevin Pennington are serving TS-1, TS-2 and TS-3, respectively, in their new roles. All were promoted after proving themselves as machine operators. Jones has worked for all three crews, having moved to TS-1 after working with the other two. “He’s got a lot to offer,” says Director of Safety Sam Jones. “He does a good job working with everyone, and he communicates well with management.” A TS-2 holdover from 2021, Cole has been with RES for more than five years. “He was one of our go-to people before,” says TS-2 Manager of Production Will Hinnant. “When he was the operator, he always was willing to do a little bit extra. He’s carried that on into his role as assistant.” Pennington has been with TS-3 for three years, so his familiarity with the team is a strength, says Manager of Production Larry Cork. “He assists me with anything extra that we need to do, keeping everyone hydrated, or having right equipment at the right time. He also fills in when people go on vacations, operating equipment.” Above: Mark Cole Not shown, Terrell Jones Kevin Pennington
MECHANIC AUSTIN HELPS TS-2 STAY ON SCHEDULE
Maintaining a reliable fleet of machinery to keep track repairs rolling is the name of the game for Johnny Austin, who became TS-2’s mechanic this year. Austin’s job performance makes a big difference, according to TS-2 Manager of Production Will Hinnant. “Austin is doing an awesome job, and I attribute a lot of our success to him,” says Hinnant. “He’s willing to stay a little late to get things fixed so we’re ready for the next day. Our machine reliability has picked up a lot since we added him to the team.” Austin, who came to G&W from Union Pacific, is known for putting in the time as needed to keep his machines running. In August, Austin worked extra days while the rest of the crew was off duty. Upon their return, this enabled the entire project to be wrapped up earlier than scheduled, according to Director of Work Equipment Tim Mittan.
Engineering Services
RES Scores Breakthrough on Steel Conversion Bridge Project
BRIDGE CONSTRUCTION TEAMS
In a historic first, several Railroad Engineering Services (RES) teams worked together to replace an all-timber substructure and superstructure bridge with steel spans, bearing plates and a steel deck. In the process, they learned a lot about their own capabilities. The caps-up steel conversion was done for Kyle Railroad’s (KYLE) Yuma Subdivision, a 140-foot, 11-span bridge completed in the allotted 13 days. This project required new construction techniques that many employees had never been exposed to, such as structural steel lifting, fit up and assembly; structural welding; and constructing specifically to the engineered drawings, according to Assistant Chief Engineer-Bridge Construction Philip Ogram, who attributes most of the credit to the surveying, drafting and concrete cap layout that went into the project. Jason Gantt, project manager for RES bridge crews, led the surveying and engineering design efforts for the project and was on-site with Foreman Glenn Nash for the foundation layout and cap installation. No field modifications were required on-site. The project required in-depth and frequent communication among the bridge gang, KYLE operations team, the design and purchasing teams in Jacksonville, Florida, regional management and RES management. Everyone had to provide input and then follow through on the plan to ensure success. “Without that, this project would not have been accomplished on time, under budget and without incident,” says Ben Habig, director of bridges and structures. “This is a huge success for us as a company to show that we can perform large-scale capital improvements at a cost savings compared to external contractors performing similar work.” Top: A KYLE bridge on the Yuma Subdivision is shown after being renovated. Bottom: Bridge before renovation.
TIE AND SURFACING TEAM
Life in the Midwest has been good this year for TS-2, which finished its first two tie replacement projects earlier than expected and was on pace to wrap up the third ahead of schedule. The crew was at Toledo, Peoria & Western Railway (TPW) during the first half of July, installing 18,470 ties on the Illinois side of the state line. “It was a pretty big project that saw a lot of coordination between Engineering and Transportation,” says Manager of Production Will Hinnant. “A lot of trains had to get moved around. I give the credit to my people; they did a great job, and they did it safely. We were able to finish the project a little early.” In mid-July, TS-2 relocated to Chicago, Ft. Wayne & Eastern Railroad (CFE), where it efficiently handled a 30,000-tie project near Lima, Ohio, wrapping up on August 22. “We finished three days early, and it gave us a chance to do some preventive maintenance on our machines,” says Hinnant. “Normally, we don’t get to do that during the summer; so, that’s a big win for us.” In late August, TS-2 headed north to Bad Axe, Michigan, where it had two smaller projects lined up at Huron and Eastern Railway (HESR). Hinnant says that he appreciates the detailed organization of the projects. “The table’s pretty much set when we get there,” he says. “I give the credit to everybody
in RES. From chief engineer and the directors to all the employees, we work great together as a team to improve the infrastructure of this railroad. It’s really nice when we’re all pulling in the same direction.”
Tie Remover/Inserter (TRIPP)
CORK APPRECIATES TEAM EFFORT ON BPRR PROJECTS
TS-3 devoted its summer to replacing ties in western and central Pennsylvania for Buffalo & Pittsburgh Railroad (BPRR), which now enjoys enhanced speed limits and a lower likelihood of derailments. Manager of Production Larry Cork says that he appreciates the detailed communication and excellent cooperation he received from BPRR, plus regional employees, throughout the project. “We helped each other, and we completed these projects on time and safely,” he says. Starting in mid-July, TS-3 renovated the A&E Subdivision with an 8,000-tie project. Next in line was the St. Mary’s Subdivision (3,300 ties), which wrapped up in mid-August. From August 22 through mid- October, TS-3 was scheduled to replace 10,000 ties near Pittsburgh on BPRR’s main line.
