Railway Age May 2025

AILWAY G E

SERVING THE RAILWAY INDUSTRY SINCE 1856

REDEFINING LEADERSHIP

Presenting Our 2025 Influential Railroaders

RAILINC LOCOMOTIVE REPORT

AC/DC Dynamics

passenger rail focus

Northern Indiana Commuter

Transportation District

Our strategy for ensuring your business stays on course includes our fleet of six manufacturing plants, five service centers, and 24 local sales offices.This diverse manufacturing capability allows us to offer flexibility while meeting your needs through our direct sales team and application engineering experts. Since 1878, Okonite has been a benchmark in the industry—all of our products are proudly made in the U.S.A.

Building Beneficial Bridges

Frank N. Wilner, in his “Watching Washington” column in this issue (p. 10) talks about “bridges of understanding” that could “be built between discordant rail labor and rail management, if only they would cease lecturing each other and engage ... As railroads function much as military units with mutual dependence on each other’s skills, it is astonishing that they prosper, given so many senior officers are aloof from workplace conditions, mid-level managers aggressively gumshoe workers for rules violations, and union websites aggressively disparage railroads and rail officials.”

There are encouraging examples of beneficial bridges being built. Norfolk Southern and CSX come to mind. But the idea of management and labor forging a more peaceful, friendly and productive relationship is nothing new, as Frank points out in this entertaining anecdote:

“I first floated this idea during the 1980s at the Association of American Railroads, but it went nowhere, as ‘Quality Circles’ was in vogue, and the college professor approach by Burlington Northern barely survived a few months.

“Gus Welty (Railway Age’s late Senior Editor) found it interesting, but thought labor would never go for it. Gus and I had dinner with a labor professor one night in Chicago and discussed it. I can’t remember the restaurant, as I usually do. I know it was not Jimmy Wong’s, which I loved and that Gus detested. It was not Miller’s Pub, where Gus maintained his ‘afternoon office’ at the end of the bar adjacent to the pub’s telephone. The professor was Ben Fisher. Ben

and I got into such a very loud and very heated discussion (we were and remained good friends) that the manager asked us to tone it down or finish our meal and leave.”

Frank told me that, prior to writing his column, he “asked a few young and upcoming rail labor ‘lower level’ officers about this idea. They see its value, but doubt carriers will go for it. So, we shall see if there is an echo.”

The late Pope Francis, a humble, unassuming Jesuit, in 2017 appealed for “bridges of understanding” and “not walls” during the current President’s first term. Just before we went to press, Frank came upon this quote from the president of Benedictine University in Illinois that echoed the Pope’s 2017 message to the “deaf and uncaring” POTUS 45—who as POTUS 47 is far more extreme and chaotic than during his first term. He shared it with me. It’s worth passing on:

“Pope Francis was a beacon of hope, a voice for the marginalized, and a tireless advocate for peace, justice, and care of God’s creation. His papacy ... [dared] us to embrace mercy, to walk with the poor, and to build bridges of understanding in a divided world. No previous Pope defended so forcefully the rights of migrants and refugees. Pope Francis’s ... words and actions continue to inspire countless individuals to serve others with generosity and joy. The title he gave his autobiography says much about the man: Hope.”

In these trying times when very little makes sense and where compassion, understanding, and “generosity and joy” are in short supply, hope is all we have.

WILLIAM C. VANTUONO Editor-in-Chief

Railway Age, descended from the American Rail-Road Journal (1832) and the Western Railroad Gazette (1856) and published under its present name since 1876, is indexed by the Business Periodicals Index and the Engineering Index Service.

Name registered in U.S. Patent Office and Trade Mark Office in Canada. Now indexed in ABI/Inform.

Change of address should reach us six weeks in advance of next issue date. Send both old and new addresses with address label to Subscription Department, Railway Age, PO Box 239, Lincolnshire IL 60069-0239 USA, or call (US, Canada and International) 847-559-7372, Fax +1 (847) 291-4816, e-mail railwayage@omeda.com. Post Office will not forward copies unless you provide extra postage.

POSTMASTER: Send changes of address to: Railway Age, PO Box 239, Lincolnshire, IL 60069-0239, USA.

Photocopy rights: Where necessary, permission is granted by the copyright owner for the libraries and others registered with the Copyright Clearance Center (CCC) to photocopy articles herein for the flat fee of $2.00 per copy of each article. Payment should be sent directly to CCC. Copying for other than personal or internal reference use without the

keeping or return of such material.

Member of:

SUBSCRIPTIONS: 847-559-7372

EDITORIAL AND EXECUTIVE OFFICES

Simmons-Boardman Publishing Corp. 1809 Capitol Avenue Omaha, NE 68102 (212) 620-7200 www.railwayage.com

ARTHUR J. McGINNIS, Jr. President and Chairman

JONATHAN CHALON Publisher jchalon@sbpub.com

WILLIAM C. VANTUONO Editor-in-Chief wvantuono@sbpub.com

MARYBETH LUCZAK Executive Editor mluczak@sbpub.com

CAROLINA WORRELL Senior Editor cworrell@sbpub.com

DAVID C. LESTER

Engineering Editor/Railway Track & Structures Editor-in-Chief dlester@sbpub.com

JENNIFER McLAWHORN

Managing Editor, RT&S jmclawhorn@sbpub.com

HEATHER ERVIN Ports and Intermodal Editor/Marine Log Editor-in-Chief hervin@sbpub.com

Contributing Editors

David Peter Alan, Jim Blaze, Nick Blenkey, Sonia Bot, Bob Cantwell, Alfred E. Fazio, Justin Franz, Gary Fry, Michael Iden, Don Itzkoff, Bruce Kelly, Joanna Marsh, David Nahass, Jason Seidl, Ron Sucik, David Thomas, Frank N. Wilner

Art Director: Nicole D’Antona Graphic Designer: Hillary Coleman

Corporate Production Director: Mary Conyers

Production Director: Eduardo Castaner

Marketing Director: Erica Hayes

Conference Director: Michelle Zolkos

Circulation Director: Joann Binz

INTERNATIONAL OFFICES

46 Killigrew Street, Falmouth, Cornwall TR11 3PP, United Kingdom 011-44-1326-313945

International Editors Kevin Smith

ks@railjournal.com

David Briginshaw db@railjournal.com

Robert Preston rp@railjournal.com

Mark Simmons msimmons@railjournal.com

CUSTOMER SERVICE: RAILWAYAGE@OMEDA.COM , OR CALL 847-559-7372

Reprints: PARS International Corp.

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

WHERE PURPOSE MEETS

PRECISION

At FreightCar America, quality isn’t just a goal—it’s a promise. With over 125 years of experience, we’ve engineered railcars that have logged millions of miles with unwavering performance and reliability. With craftsmanship, a proprietary welding process and rigorous quality control procedures, we deliver durable, high-performance railcars that exceed industry standards. Our innovation is backed by a legacy of structural integrity, ensuring every car we produce reflects our deep-rooted commitment to excellence in railcar manufacturing. We’re proud to be Purpose-Built for You.

Scan the code to discover our Purpose-Built approach.

Industry Indicators

‘RAIL HOLDS GROUND AS ECONOMY SENDS MIXED SIGNALS’

“Recent changes in U.S. trade policy represent a notable shift from previous approaches. These developments will affect multiple sectors, including freight rail, where global trade accounts for approximately 38% of unit volume and 37% of total revenue,” the Association of American Railroads reported last month. “Even in stable times, railroads must constantly adjust to evolving economic conditions; they are operationally equipped to adapt to this latest round of policy change as well.

“At present, rail traffic is holding steady. While some ‘soft’ economic indicators, such as consumer confidence, have weakened in recent months, many ‘hard’ economic metrics—including job gains, unemployment and consumer spending—remain resilient. That continued strength has supported modest gains in rail volumes. That said, manufacturing remains mired in a prolonged period of weakness, limiting growth in several carload categories.

“U.S. railroads originated 906,253 total carloads in March 2025, up 4.5% (39,342 carloads) over last March and the third year-over-year increase in total carloads over the past 15 months. Total carloads averaged 226,563 in March 2025, the most in six months and the most for March since 2022. For the first three months of 2025, U.S. railroads originated 2.76 million carloads, up 0.1% (1,758 carloads) over the same period in 2024. In our records that begin in 1988, only 2024 had fewer first-quarter total carloads than 2025 did.

“The decline in total carloads over the past 20 years has been due mainly to huge declines in carloads of coal. In March 2025, though, coal had the biggest year-over-year increase among all commodities—up 11.1% (23,963 carloads), its biggest percentage gain since February 2022 and its first year-over-year increase of any size in 15 months. For the first quarter, coal carloads were down 0.3%, or 2,305 carloads, to 739,272. That’s the lowest Q1 total for coal in our records.

“In March 2025, 12 of the 20 carload categories the AAR tracks had year-over-year carload gains. For the first quarter of 2025, ten of the 20 saw gains. Detailed March commodity data are shown in the chart (opposite, top).

“U.S. railroads also originated 1.10 million containers and trailers in March 2025, up 8.0% (82,151 units) from March 2024 and intermodal’s 19th consecutive year-overyear gain. In Q1 2025, U.S. railroads originated 3.54 million containers and trailers, up 8.3% over Q1 2024 and the second most for the first three months of a year on record (Q1 2021 was slightly higher).

“Rail volumes remain closely correlated with industrial production. Continued weakness in factory output poses a structural challenge for rail growth. As shown in the chart (facing page, top), total U.S. manufacturing output

declined slightly in both 2023 and 2024, pressuring rail volumes.

“That pattern is consistent with the Manufacturing PMI® from the Institute for Supply Management®, which registered at 49.0% in March. While readings above 50% indicate expansion, the index has hovered near or below that threshold for more than two years. The new orders component of the index fell to 45.2% in March, the lowest it has been in seven months. New auto sales were a seasonally adjusted and annualized 17.8 million in March 2025, the most for a month in nearly four years. Railroads move approximately 75% of the new cars and light trucks purchased in the U.S. There is also a close correlation between automobile assemblies and rail carloads of motor vehicles, as shown in the chart (facing page, bottom).

“Outside of manufacturing, economic signals remain mixed. Inflation-adjusted total consumer spending rose a preliminary 0.1% in February 2025 over January 2025, while spending on goods rose 0.7% in February. Both measures are significant improvements from January’s spending declines. Intermodal in particular is susceptible to changes in consumer spending, so the return to spending growth, especially for goods, is welcome news for railroads.

“The Conference Board’s consumer confidence index fell to 92.9 in March, its fourth straight decline after reaching 112.8 in November. It’s the lowest reading for the index since January 2021. If declining confidence does lead to weaker consumer spending, rail volumes will likely to be impacted.”

Short Line And Regional Traffic Index

Industry Outlook

Making Sense of Tariffs and Inflation for Freight Rail

RECENT CHANGES TO ECONOMIC AND TRADE POLICIES ARE FUELING SIGNIFICANT CHALLENGES WITHIN THE FREIGHT RAIL INDUSTRY. As decision-makers face uncertainty, particularly around rail traffic and equipment demand, many are left to wonder whether they should proceed with caution or move forward as planned.

At Railway Interchange, taking place May 20-22 in Indianapolis, Joseph Towers, senior analyst for rail and intermodal at FTR Transportation Intelligence, will help attendees try to make sense of the current landscape. Ahead of that session, we spoke with him to understand how today’s economic outlook is impacting the freight rail industry and what leaders can keep in mind as they navigate this territory.

How are you seeing tariffs impact freight rail? What are some considerations leaders need to keep in mind? “During the past few months and weeks, we’ve seen a pull forward of rail freight for certain commodities in anticipation of tariffs, with intermodal and autos being the most notable. Those strong volumes, however, are expected to come at the expense of traffic later in the year, due in large part to the broad tariffs on nonUSMCA auto imports, and the 145% tariffs recently levied against Chinese imports. Our outlook for the other commodities is not

much better. With broad tariffs on steel and aluminum imports, much of which comes from Canada and Mexico, along with the tariffs on non-USMCA covered goods, and the possibility of reciprocal tariffs on some of our closest trade partners, we’re expecting rail traffic this year to be flat at best. On the equipment side, the uncertainty surrounding tariffs is arguably the most significant effect, even more so than the inflationary pressures. With tariff policy constantly changing, and the lead times required between the order and delivery of a car, few want to buy a piece of rail equipment that could cost substantially more than anticipated by the time it arrives.”

What changes in railcar demand are you anticipating this year, and how is that different from your expectations coming into 2025? “As we entered 2025, we were already anticipating softer railcar demand due to flat freight demand and diminishing industry backlogs. Since then, our expectations have become even less optimistic. Based on recent build and economic data, along with conversations with stakeholders across the industry, we now expect demand for new railcars to be even softer, with this weakness likely to affect a broad range of car types. Much of this softness appears to stem from the uncertainty surrounding tariff policies and the possibility of railcar owners and

lessees facing higher-than-anticipated costs for their equipment. Concerns about the strength of the industrial economy also seem to be contributing to this uncertainty. The effects of this hesitancy could manifest in various ways. We may see increased shop demand as operators look to extend the useful life of existing railcars, as well as higher lease rates, as demand for lessor-owned cars rises to fill the gap that would typically be filled by new cars. Lastly, if freight and economic conditions remain flat, we may see an uptick in scrappage levels as car owners look to offload idled rail equipment.”

What is your advice for leaders trying to navigate this uncertainty? “Whatever you think is going to happen, is not going to happen. This is usually the case, but it’s especially true now. My advice to leaders is to be as nimble as possible and create a strategy framework based on multiple scenarios, rather than a single base case. It’s also important that these scenarios are not static but are constantly updated as new information becomes available. I would also suggest trying to avoid unnecessarily postponing decisions until a time when there is less uncertainty in the market. Economic conditions will remain volatile for the foreseeable future, and in many cases the ability to course correct will serve you better than waiting for calmer seas.”

– Railway Supply Institute

Bruce Kelly

AI that powers Real Results

Talos™ leverages machine learning and arti cial intelligence to create customized strategies for each train’s speci c makeup, managing and optimizing every mile of the journey.

By adapting to train behavior and customer operational objectives, Talos offers higher overall fuel savings up to 25% and equally impressive emissions reductions.

Talos also improves safety by rigorously managing train handling, helping prevent break-in-twos with the best in-train force management in the industry.

Saving fuel, reducing emissions, and improving operational safety — it’s how we keep you rolling.

Talos is integrated into the locomotive operator display.

Industry Outlook

For FreightCar America, 1,250 Railcars Ordered in 1Q25

FreightCar America (FCA) on April 24 reported receiving orders totaling 1,250 freight railcars, valued at approximately $141 million, during first-quarter 2025. FCA did not specify the railcar types ordered. Its Castaños, Mexico, plant produces covered hoppers, open-top hoppers, gondolas, flat cars, intermodal cars and boxcars. FCA said that it “continues to gain share within its core railcar markets, driven by strategic initiatives aimed at increasing operational efficiency, product innovation, and commercial excellence.” The firstquarter orders, it noted, represent approximately 25% of all new railcars ordered in North America during the quarter ended March 31, 2025, and 36% in its addressable market, “marking the largest new railcar market share quarter intake in 15 years.” “We are pleased to see sustained customer interest across our product portfolio, particularly in gondolas, open-top hoppers, and covered hopper cars, which remain an integral part of our diverse portfolio of railcar types,” FCA President and CEO Nick Randall (pictured) said. “Our manufacturing agility and ability to capture these opportunities highlights our competitive strengths.” Randall reported that the Chicago-based company has been “monitoring recent tariff developments and based on our current understanding, railcars sold by FCA in North America are not subject to tariffs due to their compliance with the USMCA (United States-Mexico-Canada Agreement).” FCA, he said, will monitor any developments. “With our supply chain strategy, operational excellence initiatives at our manufacturing facility and continued commercial momentum, we remain confident in our forward trajectory,” he concluded. According to FCA, “certain orders” referenced in its announcement are “subject to customary documentation and completion of terms.”

Overall freight railcar orders in first-quarter 2025 increased by 13%, but deliveries fell 22% from fourth-quarter 2024, according to the latest RAILWAY SUPPLY INSTITUTE (RSI) AMERICAN RAILWAY CAR INSTITUTE COMMITTEE (ARCI) report. Backlog dipped 8% sequentially. For the three-months ending March 31, 2025, orders came in at 5,085 railcars, up 13% from fourth-quarter 2024’s 4,520 and down 15% from first-quarter 2024’s 5,864. Deliveries were 7,810 units, down 22% from fourthquarter 2024’s 9,999 and down 30% from first-quarter 2024. Backlog for this year’s first quarter was 31,548, decreasing 8% sequentially and 47% year-over-year.

“We continued to experience solid demand for our assets globally,” GATX President and CEO said Robert C. Lyons said during a report on first-quarter 2025 financials, which included Rail North America fleet utilization of 99.2% and a renewal success rate of 85.1%.

“The renewal lease rate change of GATX’s Lease Price Index (LPI) was 24.5% with an average renewal term of 61 months. We continued to optimize our fleet by selectively selling railcars in the secondary market, generating more than $30 million of remarketing

income in the quarter.” In 1Q25, GATX reported net income of $78.6 million, or $2.15 per diluted share, compared to $74.3 million, or $2.03 per diluted share, in the prior-year period. The 2024 year-to-date results include a net positive impact of $0.6 million, or $0.02 per diluted share, “from Tax Adjustments and Other Items,” GATX noted. “Investment volume during the quarter was approximately $300 million, reflective of the fact that we continued to find attractive opportunities to put capital to work in each of our business segments. Additionally, demand in the secondary market for GATX assets remains robust, as evidenced by the railcar sales activity in the first quarter, and we remain optimistic about continued interest from potential buyers. GATX’s Rail North America segment reported a profit of $88.8 million in 1Q25, compared to $90.3 million in 1Q24. Higher 1Q25 lease revenue was offset by “higher interest and maintenance expenses.” Rail North America’s wholly owned fleet totaled 111,300 cars, including 7,990 boxcars. The following fleet statistics and performance discussion exclude the boxcar fleet. Fleet utilization was 99.2% at the end of 1Q25, compared to 99.1% at the end of the prior quarter and 99.4% at the end of 1Q24.

WABTEC “started the year strong, delivering over 20% in earnings per share growth and highlighting the continued business momentum across both the Freight and Transit segments,” President and CEO Rafael Santana reported April 23 during a firstquarter 2025 financial report. He noted the company is “approaching the remainder of the year with caution, but with the discipline and focus to take the necessary actions to deliver against our commitments in an uncertain and volatile economic landscape.” Firstquarter 2025 sales came in at $2.61 billion, up 4.5% from the same quarter in 2024, which Wabtec attributed to higher sales in both the Freight and Transit segments. Among the key drivers, Services “increased sales from higher modernization deliveries and overhauls.” Equipment saw “lower locomotive deliveries as planned.” Components saw “portfolio optimization and lower North American railcar build,” which Wabtec noted was “partially offset by growth in industrial products.” Digital Intelligence saw “higher sales from international, signaling and next-generation on-board locomotive products, partially offset by lower sales in North America.” Transit saw “higher OE sales and aftermarket sales, up 7.9% on a constant-currency basis.”

CRAFTED WITH PRIDE

Charles J. Granite City, Illinois

Matt L. Kansas City, Kansas

Jeremy E. Hammond, Indiana

Daniel M. Sahagún, Mexico

Guadalupe M. Fountain Inn, South Carolina

Tammy S. Camp Hill, Pennsylvania

Shawn B. Petersburg, Virginia

Justin L. West Chester, Pennsylvania Scan here to learn more about our 40+ global locations

Watching Washington

Building Bridges of Understanding

The E thical Culture Fieldston School and University Heights High School, both in the Bronx, N.Y., are but minutes apart by public transit, yet otherwise at opposite extremes.

Annual tuition at the private Fieldston School, in the affluent Riverdale section of the Bronx, tops $65,000, while at public University Heights High School, in the largely impoverished South Bronx, 85% of students are considered economically disadvantaged.

Could bridges of understanding be built between these disparate groups—one of privilege and the other not? An exercise in “radical empathy” proved they can, as was explained in a May 4, 2014, New York Times Magazine article.

Bridges of understanding might similarly be built between discordant rail labor and rail management if only they would cease lecturing each other and engage, as did the Fieldston and University Heights students who found they had much in common.

As railroads function much as military units with mutual dependence on each other’s skills, it is astonishing railroads prosper, given so many senior officers are aloof from workplace conditions, mid-level managers aggressively gumshoe workers for rules violations, and union websites aggressively disparage railroads and rail officials.

Building bridges of understanding between labor and management is equally relevant to shippers seeking world-class service, and to courts, regulatory agencies and Congress—the latter often sucked into labor-management strife as third-party arbitrators when workplace frustrations boil over into job actions.

In the Bronx experiment, the two schools’ students paired off to share stories of themselves, their

environment and aspirations. They later gathered as a group, each responsible for telling the other’s story.

Imagine that exercise at rail facilities. Union members would pairoff with managers to explain to the other how their job relates to the railroad’s mission; challenges faced; and what each expects of the other. Excluded would be talk of wages, benefits and work rules subject to collective bargaining.

At an immediately subsequent video-recorded group session, each participant would retell their opposite’s story with the video made available on carrier and union websites.

A duplicate exercise involving CEOs and union presidents could be conducted at union regional meetings and similarly video-recorded for on-line viewing.

Such an exercise differs significantly from once-in-vogue “quality circles” led by management and focused on improving product and productivity; and from a failed 1980s railroad experiment where a college professor lectured employees on corporate income statements, making comparisons with family finances and considered by many employees a “talking-down” to them.

Building bridges of understanding begins with respectful dialogue so that each participant is comfortable retelling the other’s story. Topics of discussion might include:

• O pposing points of view on the implementation of Precision Scheduled Railroading.

• S etting first-and-last-mile service standards.

• C hallenges to balancing leisure and work.

• T he meaning of job satisfaction; quality of training and opportunities for skills improvement.

• O n-the-job personal safety and security.

• L ocomotive cab sanitary conditions.

• Terminal-to-lodging taxi service.

• H ow technology is changing the nature of work.

• H ow top-down directives differ from collaborative leadership in encouraging motivation and teamwork.

Required of participants is a commitment to listen objectively (empathy), retell the other’s story accurately and a willingness to move beyond entrenched positions. Traditional fuzzy corporatespeak of “workplace engagement” and “safety is our highest priority” when things go wrong are as antithetical to building bridges of understanding as are union criticisms of profits and providers of capital.

It will take courage for labor and management to accept that neither is the enemy of the other and join in building bridges of understanding, recognizing the real enemy are forces adversely affecting railroad market share. To borrow from “The Road Not Taken” by Robert Frost, “I took the one less traveled by, and that has made all the difference.”

Railway Age Capitol Hill Contributing Editor Frank N. Wilner held managerial posts at two Class I railroads, was assistant vice president for policy at the Association of American Railroads, director of public relations for the United Transportation Union and its SMART-TD successor, and a White House appointed chief of staff at the Surface Transportation Board. He is author of “Railroads & Economic Regulation,” available from SimmonsBoardman Books, 800-228-9670.

FRANK N. WILNER

Capitol Hill

Contributing Editor

Why High-Speed Rail is Headache-Inducing

Who doesn’t need a break from government these days? If the tariff instigated stock market rollercoaster isn’t nightmarish enough, the $200 million ad campaign of the Department of Homeland Security should make anyone wonder why “Chainsaw” Musk hasn’t reclaimed some of that cash for the taxpayer. (I’m not even going to touch the Easter weekend purse and security badge snatching from DHS Secretary Noem at a D.C. restaurant.)

Unfortunately, this column is all about the government—but due to tariff induced nausea, railcar and locomotive tariffs can wait until next month. Instead let’s talk about high-speed rail. Railway Age’s David Peter Alan has been doing the yeoman’s work of covering the government’s flim-flam judgements on grants issued and revoked for high-speed rail investment in the U.S.

There are four major high-speed rail projects discussed or operating in the U.S. right now: Brightline Florida (operating), Brightline West between Los Angeles and Las Vegas (about to break ground), Texas Central Railway (TCR), Houston to Dallas—not yet broken ground, and California High Speed Rail (CHSR), Los Angeles to San Francisco—ground broken. How are they doing?

• Brightline Florida is a feel-good story as long as profitability is not the happy ending. FL lost $493 million, and that was after a 211% increase in YOY revenue (cost $6 billion, with further buildouts to come).

• Brightline West is expecting to begin heavy construction and recently completed a $2.5 billion bond offering (unrated) for yields around 10% (estimated cost $6 billion).

• TCR has lost some federal funding and is now working with a private equity investor (estimated cost $40 billion).

• CHSR’s federal funds are under evaluation for proper use, and project costs are off the chart with Dave Alan noting that costs could go as high as $100 billion. Government funding and/or intervention under POTUS 45, 46 and 47 has been an odd

mixed bag. The DOT has applied a slightly mini version of Musk’s chainsaw on the TCR and on CHSR while praising Brightline West. This follows the pace and enthusiasm for high-speed rail and passenger rail in general. While Amtrak ex-CEO Stephen Gardener (who pre-emptively resigned on March 19) deserves his “props” for building ridership, Amtrak still recorded a $635 million operating loss in 2024. A self-aware Amtrak publicly and bluntly acknowledges that profitability is not its objective.

Each of these projects shows one part of the problem with high-speed rail in general. Brightline Florida continues to require federal funding due to its large operating losses (didn’t see any news clawing back those funds anywhere). TCR is a great idea: Almost anyone who has arduously driven between Houston and Dallas would gladly confirm that Houston and Dallas are sprawling, massive cities lacking commuter infrastructure. It eliminates one part of the car problem, but it does not eliminate the car problem. Even if Californians want CHSR to get built, Los Angeles has the same sprawl problem (not so much in San Francisco). Brightline West may seem to make more sense. After all, who needs a car in Vegas? But how can the economics of a $6 billion high-speed train at $100 a ticket make sense for something that feels like a one-way ticket? Are that many Los Angelenos really holding back attending shows at the Sphere over traffic delays?

One reason the Northeast Corridor remains profitable above the rail (operationally profitable, capex and SOGR are huge costs) is that New York City, Boston, Philadelphia and D.C. are easier to get around when the train drops passengers in a center city train station.

Outside of the Northeast, the U.S. has a car culture, and as one friend has put it, getting momentum behind the use of high-speed rail would require a significant cultural shift in the West Coast mindset.

Passenger rail remains a divisive political football that is more about opposition than about rhyme or reason. Rail funding/ support is either a “your tax dollars” or “my tax dollars” issue.

High-speed rail is the perfect

HIGH-SPEED RAIL

IS a game of hot potato played with billions of taxpayer dollars. Using redirection and obfuscation, it shields the participants from accountability for money spent.”

political football. One side claims the other has misappropriated funds. Another side claims that the project approved by a previous Administration is not taxpayer worthy. Someone else claims the project not approved by the previous Administra tion is taxpayer worthy. It’s a game of hot potato played with billions of taxpayer dollars. Using redirection and obfuscation, it shields the participants from accountabil ity for money spent.

What is the net result? Special interests run clandestine ops to undercut or support projects for their own benefit. No local poli tician wants to be accused of not support ing local infrastructure, so they spend more money and kick the can down the road. It is headache-inducing.

Maybe discussing tariffs isn’t so bad after all?

Got questions? Set them free at dnahass@ railfin.com.

DAVID NAHASS President Railroad

REDEFINING LEADERSHIP 2025

READERS’ MOST INFLUENTIAL LEADERS

Railway Age’s 2025 subscriber-selected honorees are making a difference through their commitment to service, safety and sustainability.

Railway Age’s sixth annual Readers’ Most Influential Leaders online poll garnered nominations for many active (non-retired) people from all areas of the North American railway industry. We are pleased to present the top 10 nominees, plus three Honorable Mentions.

Brian Comstock

Executive Vice President, President The Americas

The Greenbrier Companies

Brian Comstock, a 45-year rail industry

Brian Comstock Executive Vice President, President The Americas

veteran, is committed to expanding Greenbrier’s capabilities, entering new markets, and taking calculated risks— with customer needs first. He has played a key role in transforming the company from a niche railcar manufacturer operating a single production facility to an international freight equipment and services supplier that has expanded into Mexico, Brazil, Poland and Romania. Comstock joined in 1998 taking on every aspect of operations—from welding and sandblasting to painting and lining and mobile repair. From there, he moved into sales positions and to leadership of all production, leasing/fleet management, and commercial sales across North and South America. In the late 2010s, when there was a steep decline in sand car demand, with thousands of recently built cars set to be sent to storage, Comstock worked with customers to repurpose existing fleets to carry other commodities. Also to his credit, Comstock championed the development of the coil steel gondola before there was a clear market for it. When demand arose, the company was ready and collaborated with customers and steel suppliers to develop it with lighter, high-strength

steel. Additionally, Comstock is executive sponsor of Greenbrier’s insourcing initiatives in Mexico, which are slated for completion this year.

Phillip Eng

General Manager and CEO

Massachusetts Bay Transportation Authority (MBTA)

A civil engineer with nearly 40 years of transportation experience, Phillip Eng came out of retirement in 2023 to join MBTA. Previously, he served the New York State DOT, starting as a junior engineer and culminating as Executive

Phillip

Eng General Manager and CEO

The Greenbrier Companies

Massachusetts Bay Transportation Authority

cpkcr.com

Congratulations to CPKC’s Tina Sheaves, Vice President Operations East, on being honoured as one of Railway Age’s Women in Rail.

Congratulations to CPKC’s Nicholas C. Walker, Senior Vice President Operations Eastern Region, on being selected as one of Railway Age’s 2025 Readers’ Most Influential Leaders.

2025 Influential leaders

Gehringer Executive Vice President–Operations, Union Pacific

Deputy Commissioner, and later the New York MTA, where he became head of Long Island Rail Road. At MBTA, Eng is spearheading infrastructure and service delivery improvement and commuter rail expansion initiatives. To address decades of deferred maintenance, he launched an overhaul of subway track infrastructure, including reconstruction of 15,400-plus feet of full-depth track, replacement of some 38,000 ties, and installation of nearly 251,500 feet of new rail. Work wrapped up in just 14 months, removing more than 220 speed restrictions. Roundtrip travel time has been reduced by more than 20 minutes on the Orange Line, nearly an hour on the Red Line, four minutes on the Blue Line, and almost nine minutes on the Green Line. Other work under way: North Station Draw 1 Movable Bridge Replacement over the Charles River to increase rail connectivity, and station upgrades. MBTA and Eng on March 24 celebrated the launch of South Coast Rail, a 36-mile commuter rail extension providing public transportation to southeastern Massachusetts for the first time in 65 years.

Eric Gehringer

Executive Vice President–Operations Union Pacific (UP)

Eric Gehringer has served as UP’s Executive Vice President–Operations since 2021. In this role, he is responsible for all aspects of UP’s operations, including the Transportation, Engineering, Mechanical, Dispatching, Customer

Care and Support, and Premium Operations departments. Gehringer joined UP in 2006 as a management trainee. He previously served in numerous positions, including Senior Vice President-Transportation, Operating’s Chief Mechanical Officer, as well as Chief Engineer. Prior to joining UP, he held positions at Northwest Airlines and Daimler Chrysler. A graduate of St. Louis University with a degree in aerospace engineering, Gehringer received an MBA from the University of Nebraska–Lincoln. He serves on the Board of Directors for Children’s Nebraska Foundation and is a member of the United States Strategic Command Council.

Craig Morehouse

Vice President, North Region Operations, BNSF Railway (BNSF)

Craig Morehouse was appointed BNSF Vice President, North Region Operations in 2020. In this role, he is responsible for operations across BNSF’s Northwest, Montana, Twin Cities, Powder River and Heartland divisions. Morehouse joined BNSF in 2006 as a management trainee and subsequently served for 11 years in a variety of leadership roles with increasing responsibility in engineering. His last engineering role was General Director of Line Maintenance in the Class I’s California Division before transitioning to General Director of Transportation for the Twin Cities Division. Prior to his current role, Morehouse served

Morehouse Vice President, North Region Operations, BNSF Railway

Executive Vice President and Chief Operating Officer

as General Manager of BNSF’s Northwest Division. Morehouse received a bachelor’s degree in civil engineering from Michigan Technological University and an MBA from the Carlson School of Management from the University of Minnesota.

John Orr

Executive Vice President and Chief Operating Officer, Norfolk Southern A proud fourth-generation railroader, John Orr began his career as a craft railroader and union leader, bringing decades of hands-on experience to his leadership. He has held a range of operational and management roles throughout his career and is known across the industry as a proven transformation leader with a strong track record of implementing scheduled railroading to achieve safety and service excellence. Since being appointed Executive Vice President and Chief Operating Officer in 2024, Orr—a 2023 Influentials honoree when Executive Vice President and Chief Transformation Officer at Canadian Pacific Kansas City (CPKC)—has led Norfolk Southern’s (NS) railway operations—including safety, transportation, network planning, engineering, and mechanical—with a clear focus on performance, accountability, and culture. Orr’s positive impact can be seen in key performance metrics. These include the lowest FRA Personal Injury ratio at NS in a decade; a 24% year-over-year reduction for 2024 in FRA Reportable

Eric

John Orr

Norfolk Southern

Craig

csx.com

Congratulations Sean Pelkey

Railway Age Most Influential Railroader Honoree

Since joining CSX in 2005, Sean Pelkey has been a strategic force behind the company’s financial strength, helping the company exceed shareholder expectations while championing innovation and sustainable growth. As Executive Vice President and Chief Financial Officer, he demonstrates inspiring leadership that goes beyond financial expertise, cultivating a collaborative, high-performing finance team and guiding the next generation of leaders through dedicated mentorship. Sean’s vision and dedication continue to position CSX as an industry leader, and this well-deserved recognition celebrates his outstanding impact on freight transportation and the future of transportation.

2025 Influential leaders

Train Accidents; a 44% year-over-year reduction for 2024 in FRA Main Line Train Accident Rates; a 10% improvement in car-miles per day; improved dwell and velocity across the network, with record fuel efficiency in 2024; and 5% volume growth in 2024 despite a challenged freight environment.

Orr’s “PSR 2.0” approach has driven rapid and sustainable improvements in service reliability and operating efficiency, again successfully delivering significant transformation at a Class I railroad. Orr is also committed to building long-term leadership capability across the organization. He championed the launch of the Thoroughbred Academy, which is helping embed a culture of safety, service, and operational excellence across all levels of the company. By investing in people and process, he is developing the next generation of railroaders benefitting NS’s employees, customers and railserved communities.

Sean Pelkey

Executive Vice President and Chief Financial Officer, CSX

Since joining CSX in 2005, Sean Pelkey has been a key force behind the Class I railroad’s financial strength and longterm strategic positioning. He has held

We are thrilled to celebrate Ryan Ratledge

Sean Pelkey

Executive Vice President and Chief Financial Officer, CSX

William C. Vantuono

2025 Influential leaders

Ryan Ratledge President and CEO

Railroad Company

roles of increasing responsibility across capital markets, performance analysis, IT finance and investor relations. In his current position, Pelkey leads all financial operations, including accounting, tax, financial planning and analysis, investor relations, procurement, and treasury. Under Pelkey’s leadership, the

finance team has become known not only for technical excellence, but for its collaborative, high-impact role in driving CSX forward. Additionally, CSX has consistently earned returns that exceed shareholder expectations since he was named CFO in 2022. Beyond financial results, Pelkey is a champion for talent development and cultural cohesion. He also strongly advocates mentoring and serves as a mentor, emphasizing continuous improvement, professional development and crossfunctional collaboration. Pelkey serves on the Board for TTX, Conrail and Pan Am Southern.

Ryan Ratledge President and CEO

Pinsly Railroad Company

Ryan Ratledge, President and CEO of Pinsly Railroad Company, joined the company in 2022 following its acquisition by Macquarie Infrastructure Partners, bringing with him more than 30

Pinsly

2025 Influential leaders

years of experience in the rail industry. Under Ratledge’s leadership, Pinsly has grown from two to eight short line railroads through three successful acquisitions. Throughout his career, Ratledge has led high-performing teams through complex challenges, consistently improving safety, earnings

and customer satisfaction. One of his most notable accomplishments was leading the turnaround of the bankrupt Montreal, Maine & Atlantic Railway. From 2014 to 2020, Ratledge and his team transformed the line into the Central Maine & Quebec Railway (CMQR). Following the sale of CMQR to Canadian Pacific (CP, now CPKC) in 2020, Ratledge founded LERN, LLC, where he advised clients across the freight rail sector, including operators, investors and insurers. In 2021, he also served on the Board of Directors for the Iowa Interstate Railroad.

Jeff Stevens

President, ENSCO, Inc.

In 2022, Jeff Stevens was named President of ENSCO, Inc., and its five wholly owned subsidiaries. He leads a 750-person, $190 million enterprise supporting mission-critical programs across the space, defense and transportation sectors. This includes ENSCO

Jeff Stevens President, ENSCO, Inc.

TTC Operated by ENSCO

2025 Influential leaders

Rail and KLD Labs, globally recognized leaders in automated track and rolling stock inspection technologies. Stevens began his career at ENSCO in 1999, joining the Railway Division to support important modernization efforts in automated track measurement. Prior to his current role, he held several leadership positions within the company, most recently as Senior Vice President of the Surface Transportation Group. In that role, he expanded ENSCO’s presence in international and federal markets, including operation of the Federal Railroad Administration’s (FRA) Transportation Technology Center (TTC) in Pueblo, Colo.

Nicholas C. Walker

Senior Vice President Operations Eastern Region, Canadian Pacific Kansas City (CPKC)

A third-generation railroader with more 20 years’ experience, Nicholas C. Walker started as a conductor and

has risen through the ranks covering regions across Canada and the United States. In 2016, he became CP’s Superintendent Operations in Bensenville, Ill. Immediately recognizing a need for change, he unified the Mechanical, Engineering, and Train & Engine teams, aligning their goals and adjusting the

Nicholas C. Walker

Senior Vice President

Operations

Eastern Region

Canadian Pacific Kansas City

2025 Influential leaders

Matt Walsh

Executive Vice President, Corporate Development Genesee & Wyoming

terminal clock. After just one year, the company recognized the group as Terminal of the Year and named Walker as Railroader of the Year for his contributions to Bensenville’s turnaround. Walker has since led other teams to earn Terminal of the Year awards and continues to deliver year-over-year

improvements in safety metrics, terminal, train and industrial performance, and locomotive productivity. In addition to Walker’s current role overseeing approximately 2,000 employees across CPKC’s Eastern operating region, he is actively involved in the Class I’s Leadership Legacy Committee, mentoring the next generation of railroaders. Walker was named a 2022 Railway Age “25 Under 40” Honoree when he was Vice President Operations-West for CP, which merged with Kansas City Southern in 2023 to form CPKC.

Matt Walsh

Executive Vice President, Corporate Development Genesee & Wyoming (G&W)

Since joining G&W’s two-person corporate development team in 2001, Matt Walsh has played a leading role spearheading the company’s investment and acquisition efforts that have resulted in G&W becoming the largest

The Model 10 Signal

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

The Model 10 can be configured to your specifications with a 3590 series gate mechanism, plus a gate arm up to forty feet long. Then, either LED or incandescent light units, along with either a mechanical or an electronic warning bell, and the proper signage complete the signal assembly.

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

WESTERN-CULLEN-HAYES, INC.

2700W. 36th Place • Chicago, IL 60632

(773)254-9600 • Fax (773) 254-1110

Web Site: www.wch.com

E-mail:wch@wch.com

owner of short line and regional railroads in the U.S. and Canada, with more than 110 operations that cover more than 13,000 miles in 43 states and five Canadian provinces, extending reach into communities with a heavy industrial presence or strong potential for industrial growth. Walsh’s current role continues to be the oversight of capital deployment for internal and external business development, including major projects, acquisitions, divestitures, leases and contracts. He also oversees G&W’s government affairs team and joint facilities function. An advocate for the short line railroad industry, Walsh has served on and off the Executive Committee of the Board of the American Short Line and Regional Railroad Association (ASLRRA) since 2011 and has been its Chair since 2023. Between 2021 and 2023, he served as the Chair of the Short Line Safety Institute (SLSI).

MOST INFLUENTIAL LEADERS IN 2025

Congratulations to GM & CEO

Phil Eng and all the workers moving the MBTA

HONORABLE MENTIONS

Bob Babcock

President and CEO, Livonia, Avon & Lakeville Railroad

As President and CEO of the Livonia, Avon & Lakeville Railroad, Bob Babcock is responsible for the overall operational and financial performance of the LA&L and three other privately owned railroads (B&H Rail, Ontario Midland and Western New York & Pennsylvania). A 35-year railroad industry veteran, he joined the LA&L in 2022 after spending 15 years on the Indiana Rail Road Company where he was Senior Vice President of Operations and Business Development, responsible for all facets of field operations, encompassing train service, mechanical, and engineering.

Kyle Hawthorn

Senior Vice President, Field Operations, RailPros

Kyle Hawthorn has more than 20 years of experience in the rail industry. As RailPros’ Senior Vice President, Field Operations, he leads the company’s nationwide Roadway Worker-In-Charge (RWIC) business, which provides services to freight and commuter agencies across the U.S. He also oversees RailPros’ Right of Way Services, which encompass real estate and construction observation. He possesses an in-depth understanding of railroad construction and job-site protocol and is an expert in railroad safety and operations.

Congratulations!

Congratulations to Kyle Hawthorn, SVP Field Operations, for his honorable mention on the Most Influential Industry Leaders list! Through his strong leadership, Kyle is driving progress within RailPros and the industry. Join our Team at: Go.RailPros.com/Career

Gina Trombley

Executive Vice President of Sales and Marketing and Chief Commercial Officer–Americas, Wabtec Corporation

Gina Trombley oversees commercial sales, marketing, and corporate strategy functions for the U.S., Canada, Mexico and Latin America. Prior to Wabtec, Trombley was Vice President of Americas Ecosystem Sales for Bombardier Transportation and a 2018 Railway Age Women in Rail honoree. She holds a bachelor’s degree in environmental studies from the U.S. Military Academy at West Point, and she served for six years in the U.S. Army as an intelligence officer.

Nicely done, Eric.

Union Pacific congratulates Eric Gehringer, executive vice president – Operations, for being named one of Railway Age’s 2025 Most Influential Leaders.

AILWAY G E

SERVING THE RAILWAY INDUSTRY SINCE 1856

INNOVATIONS SHOWCASE 2025

As the industry’s partner for generations, Railway Age recognizes the importance of the customer interface. We’re pleased to present our 2025 Innovations Showcase, spotlighting products and services from innovative, dedicated providers.

4AI SYSTEMS

ADVANCED OBJECT DETECTION DRIVER ADVISORY

Acting as a never-distracted assistant, HORUS is an AI powered multi-sensor perception and warning system designed by 4AI Systems to aid the situational awareness of train operators. It can be used for the real-time detection of immediate or long-distance objects on or about the rail corridor. Identification of potential hazards is core to safer operations. A railroad engineer’s ability to reliably see the track ahead is often hampered by environmental factors including night-time, sun glare, low-light areas or during inclement weather conditions. The HORUS SensorBar mounted to the front (or back) of a locomotive can detect track objects such as signs, signal aspects, adjacent tracks, switch position and points. The classification of objects is done onboard using a ruggedized rail-rated computer loaded with the HORUS processing

software, which can be integrated with existing Train Control Systems. An in-cab Advanced Driver Advisory System monitors the train’s speed, braking curve and upcoming signals, and provides real-time updates and alerts to the railroad engineer. Earlier warning for potential hazards can result in earlier intervention, in an environment where every second counts. HORUS can also be integrated into yard operations to aid in safe and efficient movements. Benefits include real-time object and infrastructure detection; accurate location reporting; real-time onboard processing; all-weather and light detection; sensors that can be configured to address specific operating requirements; integration with existing train control systems as an overlay solution; and data connectivity for in specific use cases. www.4aisys.com.

AMSTED RAIL

TRAKMASTER® ADVANCED FREIGHT BOGIE SYSTEM

Built for high-mileage, heavy axle load operations where weight and durability are critical, Amsted Rail’s TrakMaster is the most advanced three-piece freight bogie system available in North America. The system successfully meets the latest AAR M-976 specification criteria, including updated track profiles, and is available for both standard and broad track gauges. Key benefits are reduced maintenance costs; improved wheel life; prolonged component life; better curving performance; and improved brake system alignment. Advanced design features include innovative suspension components with improved steering with the Adapter Plus® bearing adapter system, optimized dual rate suspension and advanced friction materials; a unique pocket and wedge design with proprietary material that improves overall

vertical and lateral performance, lowers maintenance costs and extends overall uptime and utilization; and an integrated IBEX® truck mounted brake system that

improves brake shoe-to-wheel tread surface alignment for an average 25% better wheel wear life and fewer premature wheelset removals. www.amstedrail.com.

2025 Product & Innovations showcase

DAYTON-PHOENIX GROUP

VOLT BATTERY-ELECTRIC LOCOMOTIVE OPTION

At Dayton-Phoenix Group, we’ve spent decades building reliable solutions for railroads. But in recent years, the conversation has changed. Railroads started asking tough questions about fuel costs, emissions, and how to modernize without tearing apart everything that already works. That’s what led us to create VOLT. VOLT is the answer to the growing need for a flexible, battery-electric locomotive option. It allows existing locomotives to operate in battery-electric, hybrid, or standard diesel-electric mode. We designed it as a modular, portable-swappable power tender that works with your fleet, not against it. We focused on practical gains. VOLT captures regenerative braking energy, delivers up to 150 miles of battery range, and eliminates

emissions in confined areas like yards, ports, and urban corridors. In hybrid mode, it stretches range further while significantly reducing diesel fuel use and engine wear. One of VOLT’s key advantages is speed and simplicity. Depleted VOLT units can be swapped for fully charged ones in under 30 minutes (comparable to diesel fueling) eliminating the need to wait for charging. This makes high uptime possible, even on demanding short and longhaul routes. To lower operating costs, VOLT can be slow-charged using offgrid or renewable generation sources, taking advantage of low-cost electricity and eliminating the need for highvoltage infrastructure. Railroads can deploy VOLT based on their operational needs, starting small or scaling up. It’s

DUOS TECHNOLOGIES, INC.

RIP® SOFTWARE-AS-A-SERVICE

The power and value of the Railcar Inspection Portal (RIP®) now has the ease and affordability of Software-as-aService (SaaS). For nearly a decade, the patented RIP® has been a vital tool for Class I freight and passenger railroads, enhancing safety and efficiency. Capturing high-resolution, 360-degree images of railcars at speeds up to 125 mph, the RIP® provides real-time visual data for system operators and inspectors. AI/ ML models rapidly analyze images to automatically identify anomalies, enabling faster, prioritized inspections. Centraco®, the RIP’s intuitive interface, delivers comprehensive railcar views, offering insights traditionally accessible only through manual examination. By merging advanced remote visualization with AI, the RIP® empowers railroads

to uphold strict safety standards while streamlining operations. Now, this transformative technology is available as a cloud-based SaaS, extending real-time railcar data access to owners, operators, shippers, and manufacturers—without hardware investment. The subscription model allows you to scale from monitoring a single car to an entire fleet, delivering real-time insights that enable proactive decisions and reduce costly repairs. Shippers can monitor cargo condition throughout transit, railcar owners gain fleet-wide health visibility, and manufacturers can improve designs through in-field data. Key features include real-time notifications of defects and anomalies; proactive maintenance strategy enablement; historical condition tracking with

electrification without overcommitment. VOLT is built to meet railroads where they are today, while helping them move toward where they want to be tomorrow. www.dayton-phoenix.com.

visual records; simple, web-based access with a modern, intuitive UI; and affordable SaaS with immediate activation and no hardware setup. By democratizing access to critical railcar information, we’re fostering a collaborative commitment to safety, efficiency, and sustainability. www.duostech.com.

2025 Product & Innovations showcase

THE GREENBRIER COMPANIES

GBX TRAINING TANK CAR™

Greenbrier proudly presents the GBX Training Tank Car™, a state-of-the-art rolling classroom designed to elevate tank car education and strengthen safety standards across the rail industry. Equipped with the latest engineering and safety technology, this mobile platform delivers hands-on training at customer sites, Greenbrier facilities and industry events. Key features include display racks with all major valves, gauging devices and fittings; rooftop platform with safety railing for training of all major topfittings arrangements; jacket cut-out view of entire thermal protection system including heating coils and insulation; and a 15-person climate-controlled classroom with stadium seating. Join us in shaping the future of rail safety. Learn more at www.gbrx.com/classroom.

HOLLAND WELDING

AND TRACK

MEASUREMENT SOLUTIONS

With more than 90 years in the railway industry and more than 50 years of mobile flash-butt welding experience, Holland is dedicated to providing railways with innovative maintenance-of-way products and services. One of these innovative service offerings is Holland’s Automated Manganese Repair (HAMR®). Our teams use robotically controlled welding procedures to build back the damaged areas on frogs and diamond inserts. While replacing these specialty track components is expensive and time-consuming, HAMR gives them new life at a fraction of the cost. Compared to traditional repair methods, this service is two to three times faster and has proven to last significantly longer. The latest development to our track geometry suite is our Argus 2.0 Track Inspector. The Track Inspector can be mounted to any conventional hi-rail vehicle with a standard hitch receiver, converting it to an

inspection vehicle within minutes. Our adjustable hitch insert fits all standard hitches with no modifications. This system delivers realtime track geometry and rail profile measurements and features a non-contact encoder. The non-contact encoder provides improved accuracy and less maintenance to the system itself.

Depending on your railway’s measurement needs, this system can operate in three different software applications: Attended Operation, Heads-Up, or Autonomous. See this system in action in booth 3021 at Railway Interchange or contact us at sales@hollandco.com to book a demo for your railway.

ICOMERA RAIL SATELLITE CONNECTIVITY

As an authorized reseller of SpaceX’s Starlink solution designed specifically for trains, Icomera’s satellite connectivity solution for trains enhances transport operators’ onboard connectivity strategy by integrating high-throughput, low-latency Internet. The Starlink Electronic Phased Array Tiles for Rail are fully certified for installation on rolling stock, offering

high-throughput, low-latency connectivity for rail transport. Recent results of LEO satellite connectivity have been impressive, delivering the equivalent of innercity 5G capacity to trains in rural environments with throughput consistently in the range of 200+ Mbps when aggregating dual Starlink terminals for rolling stock, and a latency of less than 40 milliseconds on average. To truly make the most of Starlink connectivity and ensure a fully versatile, future-proof connectivity solution, transport operators can use Icomera’s SureWAN™ technology to simultaneously aggregate all available sources of capacity, including cellular and trackside networks. By adding Starlink, which

is largely uncorrelated with cellular networks, operators improve availability even further, while significantly increasing the throughput performance of their existing onboard networks—Demonstrating the effectiveness of combining cellular and satellite networks for trainto-ground connectivity. Icomera has demonstrated that operators can achieve more than 99.99% availability by aggregating cellular links from multiple MNOs. Today, as a trusted reseller of Starlink solutions for rail, Icomera is bringing Internet connectivity closer to millions of passengers accessing onboard Wi-Fi services to stream entertainment content or conduct video calls. www.icomera.com.

MICHIGAN STATE UNIVERSITY RAILWAY MANAGEMENT CERTIFICATE PROGRAM

Michigan State University’s four-week Railway Management Certificate Program is the only North American program that covers the breadth and depth of the complex railway industry ecosystem from both a conceptual and practical business perspective. The program is aimed at individuals in the rail industry with the potential to become senior managers and leaders in their organizations. Content is applicable to the whole rail industry: freight and passenger railroads, transit authorities, industry & regulatory agencies, suppliers, and shippers. Critical and topical subjects are covered in a classroom setting with interactive discussions. Site visits aid learning and include railroad facilities, customers, suppliers, associations, and agencies. The program was developed by MSU Railway Management Program staff, evaluated and improved by a curriculum committee of railroad industry leaders. Subject matter experts for the program include distinguished railroaders, transportation industry leaders and experienced MSU faculty. Want to learn more? Reach out to us at crre@broad.msu.edu or www.raileducation.com.

2025 Product & Innovations showcase

MARTIN ENGINEERING

MARTIN® AIR CANNON X-STAND

A global leader in bulk material flow technology, Martin Engineering has introduced a heavy-duty air cannon mounting system. The Martin® X-Stand is an organization system that safely keeps air cannons away from superheated or potentially hazardous areas while offering easy service access. The result is clearer walkways, improved safety, and greater maintenance efficiency for a lower cost of operation. Though secure when held in place by pipework, air cannons can be precariously placed around preheaters, hoppers, and drop chutes, making them hard to get around or reach by maintenance crews Some of these applications can also be in high-heat environments in loading zones, so we worked with customers to formulate a more practical and long-term

solution. The X-Stand is a rugged steel cube frame that comes in three sizes to fit 35-liter, 70-liter, and 150-liter air cannon tanks. These fit Martin® Hurricane and Typhoon Air Cannons. The largest model measures 36 inches square and weighs 175 pounds. Each cube has a sturdy crossbar frame designed to distribute weight and absorb vibration from the cannon’s firing. The central top hole allows easy access to the valve and attachments, while the bottom hole accommodates a standard 4-inch, 150-pound, 8-bolt ANSI flange to hold the cannon securely in place. The open sides allow easy access to the flange, hose connection, and tank removal. Solenoid boxes that enable manual firing and control the firing sequence can be conveniently mounted on the side of the rack. www.martin-eng.com.

MINER ENTERPRISES FCS™ RAILCAR CUSHIONING SOLUTIONS

Introduced in 2018, Miner’s Friction Cushioning Systems—Miner FCS™—have revolutionized railcar cushioning systems by protecting assets, reducing costs, and improving operations. Almost 10,000 railcars in service are equipped with Miner FCS with a combined 400 million miles traveled. Now that’s a Miner Milestone. Many railcars are inadequately protected by hydraulic cushioning units. Energy is not efficiently managed, and short life cycles lead to costly maintenance, not only for the hydraulic units but also for the assets they were supposed to protect.

Miner FCS units utilize Miner’s proven draft gear technology to achieve greater slack management, increased draft protection, and better control over run-in and run-out events. This results in significant reductions in train consist restrictions,

fewer unplanned service interruptions, and improved operations throughout the network. The Miner FCS is a straightforward application on box, refrigerated box, coil, bulkhead, centerbeam and general service flat cars that provides years of reliable service. Miner FCS improves operations and provides car owners and operators with a far greater return on their investment. Miner never stops looking for solutions to improve car performance and ownership. Stay tuned—another breakthrough

innovation in cushioning solutions will be released soon. With more than 127 years of experience in railcar equipment design and manufacturing, Miner Enterprises is one of the industry’s top suppliers of draft gears, brake beams, outlet gates, constant contact side bearings, and other high-performance components. The company’s products are currently used across North America and by international railroads worldwide. www.minerent.com/Friction_Cushioning_ Systems.php.

PETTIBONE

SPEED SWING DO-IT-ALL RAILROAD CRANE

Pettibone offers the Speed Swing 445F2, the newest version of the industry’s original do-itall rail crane. Developed with customer input, the 445F2 is designed to accept more than a dozen attachments for laying rails, setting ties and numerous other maintenance-of-way tasks. Powered by a fuel-efficient 163-horsepower Cummins QSB4.5 Tier 4 diesel engine, the Speed Swing 445F2 offers a 49-gallon fuel tank, a 29-percent increase over the previous model’s tank. The added fuel capacity allows for extended working intervals, especially when covering longer stretches of rail maintenance or relocating to a remote jobsite. The 445F2 offers a maximum front load capacity of 10,000 pounds and maximum side load capacity of 8,000 pounds. Providing 180-degree boom rotation, the machine is primarily used to thread out old rail and thread in new rail. An optional magnet package quickly cleans up old

plates, spikes and small pieces of rail. The Speed Swing quickly transitions between jobsites, traveling at 25 mph on hi-rail and 20 mph with all-terrain rubber tires. A standard feature for the 445F2 is X-Command®,

a Pettibone telematics program that offers real-time access to machine data. The platform allows for remote diagnosis, eliminating the need for certain field service calls. www.gopettibone.com.

POWER DRIVES, INC. POWERHOUSE™ HYBRID

The patented PowerHouse™ Hybrid from Power Drives, Inc., is the newest model in the company’s Idle Reduction/fuel savings technology line-up. A USEPA Smartway Verified Technology, the system heats the engine oil and circulates heated coolant through the locomotive engine block and cooling system to maintain a fluid temperature above 100 degrees F, allowing operators to eliminate idling in cold weather. Idling locomotives use between 5 and 8 gallons of fuel per hour while the PowerHouse™ uses only 0.38 gallons/hour. The PowerHouse Hybrid model eliminates the need for either shore power or an additional engine as a power source. The PowerHouse Hybrid is powered directly from the locomotive battery bank and can run off the locomotive batteries for up to 7 days without starting the engine. Alternatively, the Hybrid can be plugged into an external 120 VAC power source and will operate while charging the locomotive batteries. More stringent regulatory restrictions on emissions, as well as cost savings resulting from reduced fuel consumption are driving increased demand. Customer savings have surpassed the investment in as few as three months. Typical usage savings is more than 10,000 gallons of fuel in one season. www.powerdrives.com.

2025 Product & Innovations showcase

RAILPROS STRATEGIC

CONSULTING

The team of railroad professionals at RailPros are deeply committed to the rail industry. RailPros’ Strategic Consulting service assists freight railroads, short lines, passenger agencies, and industrial rail properties across North America to optimize their railroads, plans, and operations. This highly specialized consulting brings our in-depth market analysis, engineering assessments, infrastructure inspection, and risk management to the table. We design, manage construction, and lead projects to safely operate passenger and freight rail carriers without impacting existing rail service. We take pride in our role as active participants in developing the railroad industry’s railway engineering standards and industry practices. This ensures that our expertise is always on the leading edge, directly benefiting our clients. Strategic Consulting can help with Rules, Procedures, & Standards: Conduct general safety audits and provide recommendations for improvement, including

auditing and developing rule books, timetables, operating manuals, and standards for compliance and continuity; Regulatory Compliance: evaluate operations, practices, and programs to drive a safety-conscious culture for your team and clients; Industrial Railroad Training: custom and “off the shelf” training for rail-based operations and industrial plant disciplines, designed for non-railroad

employees working in and around facilities that interact with rail; Complex Projects: independent verification and validation services; Project Development: design, review and analysis; Capital Plan and SOGR Program Development; Grant Writing; Market Research; Financial and Budget Analysis; and KPI Development and Monitoring. www.RailPros.com/services/consulting/

RELAM INC.

REVOLUTIONIZING

RAILROAD MAINTENANCE

Product innovation plays a crucial role in enhancing both the efficiency and effectiveness of the railroad maintenance industry. A notable advancement in this field is the introduction of the MOW multi-function spike puller combined with the Racine TOWD, a tow-behind OTM reclaimer. This innovative solution redefines traditional maintenance practices by offering a multifunctional approach that significantly improves operational workflows. Integration of these two machines allows one operator to manage equipment that would typically require the coordination of three separate machines. This consolidation not only simplifies operations but also boosts productivity by allowing for quicker response times and streamlined workhead execution. With the m/w spike puller and Racine TOWD,

crews can complete essential maintenance tasks such as spike pulling and anchor spreading and reclaiming scrap materials more effectively, reducing downtime and maximizing work output. Additionally, this innovation leads to decreased maintenance costs. By utilizing fewer machines, operators experience reduced wear and tear, leading to lower repair and service needs. The efficient design of the MOW and TOWD combo minimizes the complexity of machine management, facilitating better maintenance practices and extending the lifespan of the equipment. The combination of the MOW multi-function spike puller and Racine TOWD represents a significant leap in product innovation within the rail maintenance industry and available for lease from RELAM. It exemplifies how advanced engineering solutions

can drive increased productivity, enhance operational efficiency, and lower maintenance costs, ultimately contributing to the sustainability and effectiveness of railroad operations. WWW.Relaminc.com.

R. J. CORMAN SIGNALING

WIRING SHOP:

INNOVATION,

The R. J. Corman Signaling Wiring Shop is a premier facility dedicated to delivering topnotch rail signaling solutions. Located on R. J. Corman’s corporate campus in Nicholasville, Ky., the shop spans 110,000 square feet with meticulously planned case and house wiring, signal assembly space, and indoor storage. This extensive setup ensures the ability to handle multiple projects simultaneously, meeting the diverse needs of customers with efficiency and precision. R. J. Corman’s Wiring Shop has streamlined its production process by implementing compartmentalized wiring stations, complete with simulation and test fixtures, as well as a wellstocked warehouse for all critical components. This organization enables them to uphold the highest industry standards and deliver consistent, superior results. The team of experienced professionals adheres to controlled and thoroughly documented processes, ensuring visibility

EFFICIENCY, PRECISION

of scheduled work and fostering continuous improvement. Innovation drives their operations. Over the past five years, the company has expanded its Wire Shop capacity. Capital investments have enabled the company to accommodate higher numbers of bungalows per year and create a gate mechanism signal assembly area, saving customers time and money with pre-assembled gate mechanisms. Its strategic goals of on-time delivery and defect-free quality

demonstrate the company’s dedication to excellence. The company optimizes production planning, inventory control, and scheduling by utilizing inventory and supply chain management software for material requirements planning, ensuring that delivery targets are met. R. J. Corman Signaling is committed to providing reliable, high-quality signaling solutions that improve safety and efficiency in the rail industry. www.rjcorman.com/companies/signaling.

STRATO BREAKTHROUGH SENTRY AUTORACK CUSHIONING

Strato proudly introduces SENTRY, a gamechanging cushion unit engineered to elevate autorack performance and reduce lifecycle costs compared to traditional hydraulic Endof-Car Cushioning (EOCC) systems. SENTRY sets a new standard by delivering significantly lower in-train forces and dynamic travel. This advancement helps prevent common rail issues like knuckle breakage, air hose separations, and high-force derailment risks—particularly critical as trains get longer. When paired with another SENTRY-equipped car, bridge plate spacing remains consistent, eliminating alignment headaches. Boasting Best-in-Class Non-hydraulic Impact Performance, SENTRY features 9.5 inches of travel and absorbs impacts for vehicular autorack cars up to 180K GRL at speeds exceeding 7 mph, offering outstanding protection for valuable lading. A high preload with rapid ramp-up minimizes draft

system movement and pocket wear, extending component life. Designed for easy integration, SENTRY is a direct drop-in replacement for EOC-27 pockets, keeping retrofit costs low. It’s also a smart capital investment, with a lifespan up to three times longer than hydraulic units—translating into significantly reduced maintenance costs and eligibility for 15-year depreciation. SENTRY has successfully passed AAR MSRP RP-810 impact testing (including

reverse impacts) with no jumped chocks, and modeling under AAR RP-906 shows a dramatic improvement in train action. Performance aligns with AAR M-921D standards. Conditional AAR approval is pending final review. Strato’s SENTRY isn’t just a cushion unit —it’s a next-gen railcar upgrade. Experience SENTRY firsthand at Strato’s booth at Railway Interchange 2025, we look forward to seeing you there. www.stratoinc.com.

2025 Product & Innovations showcase

TEKTRACKING XPASS ALERT

TekTracking’s XPASS ALERT is a low cost, industrial surveillance product designed to detect and automatically alert when people are trespassing in critical areas, particularly where life safety may be a concern. XPASS ALERT utilizes native camera sensors with built-in Artificial Intelligence focused on accurate person detection. When a person is detected a pre-recorded alert message is announced through an attached loudspeaker. Simultaneously, an SMS text message is broadcast to all authorized users within an organization. The text contains a link to the specific XPASS ALERT initiating the alarm. When any user clicks on the link, a livestream of the trespasser is viewable from their mobile device. If the user wants to audibly engage the trespassing offender, there is another link to directly control the

loudspeaker. This means from your cell phone the user may view and communicate to the person causing the trespasser event. XPASS ALERT is lightweight and portable and quickly can be attached to any pole or a location high on a wall. There is a builtin GPS receiver to allow precise location of detection events. Users of XPASS ALERT may also review recorded

detection events on the included web portal. The portal provides a livestream request to any XPASS ALERT unit, at any time. The portal also stores device images showing the detection event. A user may request a recorded video previously saved on the XPASS ALERT to transfer to the portal for viewing and analysis. www.tektracking.com.

TRINITYRAIL LEADING RAILCAR INNOVATION, TECHNOLOGY

For decades, TrinityRail has been a leader in the rail transportation industry by providing innovative products and services to meet its customers’ needs. TrinityRail has a well-established history as an innovator with solutions like its Rapid Discharge® line of open hoppers that automatically unload coal and aggregates and the Hourglass Autorack®, which features additional interior width for enhanced ergonomics and operational efficiencies to help protect automotive shipper’s vehicles. More recently, with the integration of RSI Logistics, TrinityRail delivers a portfolio of innovative digital products and software, such as Rail Command®, which is designed to make shipping by rail easier and more efficient for the customer as well as gain greater visibility into the location of their railcars. On May 21, TrinityRail will host a hands-on event at the Indiana Rail

Road yard in Indianapolis, in conjunction with Railway Interchange 2025. The event, titled Innovate, Collaborate and Elevate, will allow visitors to experience the latest in railcar technology and highlight multiple innovative products and features from both TrinityRail and its partners. On display will be one of TrinityRail’s 5,211 cubic foot covered hoppers with longitudinal gate

technology, as well as a demo of EcoFab’s automatic hatch cover system, autonomous movement via technology provided by Intramotev, composite applications by C.A.G. and real-time demonstrations of RSI Logistics’ suite of railcar management software solutions. Visit TrinityRail’s booth at the Railway Interchange Expo on May 20 to learn more about the event. www.trinityrail.com.

TrinityRail’s 5,211 cubic foot covered hopper featuring EcoFab’s automatic hatch cover.

2025 Product & innovations

WABTEC LOCOTROL® RCL

Railroads continually look for ways to improve labor efficiency and free up valuable resources for their more mission-critical tasks. LOCOTROL® Remote Control Locomotive (RCL) helps railroads achieve that goal by providing enhanced crew optimization, increased automation, and efficient train operations. LOCOTROL® has been a pioneer of remote control and communication solutions for the rail industry. Wabtec has expanded the capabilities of the LOCOTROL® platform with RCL. This groundbreaking technology enables an operator to remotely control a train on main line track or in a yard via a handheld Operator Control Unit (OCU). The system delivers information to the operator through the dynamic interface and audible

alarms, ensuring the operator always knows the current state of the locomotive. Additionally, RCL communicates system status, events and faults to the railroad via text messages. RCL technology has a wide range of applications. It enables a single operator to conduct local pickups and dropoffs and set out bad order cars. The operator also can bring stranded trains into congested yards if the road crews’ time expires. A yard crew member can hostel main line power around the yard, conduct switching operations and build a train for departure. The solution also enables main line power to be used on the hump in the remote-control operation thus reducing the need for low-horsepower fleet. Road RCL can be utilized in slow-speed loading and unloading operations, reducing

the burden on road crews and leading to efficient operations. Find out more about this technology at www.wabteccorp.com/digital-intelligence/remote-train-operation/ locotrol-remote-control-locomotive-rcl.

Electrical Switches

2025 Product & Innovations showcase

WI-TRONIX RAIL CROSSING ASSIST ENHANCES SAFETY, EFFICIENCY

Rail crossings are critical points in our transportation infrastructure, yet they often pose challenges that can compromise safety and efficiency. Traditional methods of monitoring these crossings are not always sufficient to address the complexities or risks involved. This is where Rail Crossing Assist—a new AI-enabled solution by Wi-Tronix—comes into play, offering a revolutionary solution. Rail Crossing Assist leverages continuous monitoring of two-quad active crossings using forwardfacing cameras on lead locomotives. The system meticulously observes several key indicators: whether the gate arm is down or not, gate arm misalignment toward the foul area or other failures, all gate arm lights being off, and damaged or missing

crossbucks on passive crossings. One of the standout benefits of Rail Crossing Assist is its AI-enabled solution, which enables a 30% faster response/report rate for broken crossings when compared to manual inspections. This significant improvement enhances grade crossing safety for railroads and the communities they serve. This rapid response is crucial in preventing accidents and ensuring smooth operations. Additionally, the system reduces lifecycle costs and delivers lasting value by fostering continuous improvement and addressing both present and future challenges. Rail Crossing Assist enhances safety and efficiency by unlocking rapid decision-making capabilities through AI-enabled video data, ensuring operational status. The automated and continuous

monitoring leverages existing onboard locomotive cameras, eliminating the need for additional sensors or technology at nonconnected crossings. www2.wi-tronix.com/.

Supplier Spotlight

Find the right vendors for your business in the Railway Age Buyer's Guide. Search for products, research vendors, connect with suppliers and make confident purchasing decisions all in one place. RailwayResource.com

PIVOT: RAILCAR MONITORING, INTELLIGENT INSIGHTS, REAL RESULTS

Pivot by ZTR is an advanced railcar remote monitoring solution helping rail operators address real-world challenges with smarter visibility, monitoring and control. Built on more than 37 years of railway innovation and powered by a partnership with BlackBerry, Pivot combines wireless sensors and an IoT gateway to deliver reliable, actionable insights across the fleet. Now certified by RailPulse and trusted by industry leaders like GATX, Pivot is setting the standard for railcar telematics. Pivot empowers railcar shippers and lessors to reduce dwell time with real-time GPS tracking and movement history—to minimize idle time and speed up turnaround; know when railcars are loaded or empty with automatic load status detection—to optimize asset planning and utilization; avoid cargo theft and in-transit tampering by monitoring doors and hatches—to

improve security and protect shipments; prevent movement with handbrakes applied through remote handbrake status monitoring—to reduce safety risks and avoid equipment damage; detect and respond to harsh impacts with shock and impact event detection—to identify incidents early and protect cargo; recover missing or misrouted railcars using live location mapping and geofencing—to quickly locate and recover assets; and improve fleet utilization by identifying underused assets and optimizing fleet rotation— to lower costs and boost efficiency. Engineered for the harsh realities of rail operations, Pivot devices are intrinsically safe and C1D1 certified. They operate on replaceable batteries with a lifespan of up to eight years, eliminating the need for external power sources. Installation is quick supported by provided installation kits and a dedicated

mobile app. Built for rugged durability, Pivot devices require no ongoing maintenance. Backed by ZTR’s industry-leading 24/7 support, Pivot provides unparalleled visibility and control over railcar operations. ztr.com/Pivot.

SOUTH SHORE LINE

NICTD’s “The Little Railroad That Could” prospers and grows.

BY DAVID PETER ALAN, CONTRIBUTING EDITOR

Chicago has one of four legacy regional rail networks, the others being in Boston, Philadelphia, and the New York area, including New Jersey. All except one of the lines that serve Chicagoland operate in Illinois as components of the Metra system. The sole exception is the Northern Indiana Commuter Transportation District (NICTD), better known as the

South Shore Line. It has served northwestern Indiana for more than a century and continues to provide peak hour service, as well as relatively limited (but becoming more frequent) service at other times.

SOUTH SHORE MEMORIES

I have a long-lasting personal memory of the South Shore Line. I was an undergrad at M.I.T. in 1969 and was taking my first trip

to Chicago on the Lake Shore Limited (not officially named at that time). My classmate Bruce Horowitz, who got me involved with rail for the first time and went on to have a career at Amtrak and major engineering firms, suggested that I get off at South Bend and take the South Shore Line into Chicago. I alighted at the old South Bend Union Station, which would soon be abandoned, and walked to LaSalle Street to board a train

at the end of a street-running segment of the route to the Windy City, a segment that would also soon be abandoned. Since that time, I have visited several places along the route, from Hammond to South Bend itself.

The 90-mile route starts at Millennium Station, historically known as Randolph Street Station, at the east end of downtown Chicago, on Michigan Avenue. Electrified since 1926, it runs on the historic Illinois Central (IC) electric line, now Metra Electric, on the city’s South Side, and splits from the historic IC in Kensington, south of the 115th Street station, a stop discontinued in 2012. It goes through Hammond, formerly an industrial town that received some additional fame from short stories by Jean Shepherd, who grew up there in the 1930s. It then goes to Gary, a city made famous by steel mills and whose former downtown has been abandoned. In essence, it no longer exists, and the old Union Station is a shell. The South Shore Line and local buses still stop there. Further east, the line goes through more prosperous places, some of which are near the famous Indiana Dunes. That part of the line was recently double-tracked. Most service ends at Michigan City, where the line included street-running track along Tenth and Eleventh streets until 2022.

In Chicago, NICTD trains also stop at Van Buren Street (which sports much of its original 1926 appearance), McCormack Place on weekends, and 57th Street in Hyde Park, a historic South Side neighborhood and the home of the University of Chicago. Chicago riders are required to go to Indiana stations or at least as far as Hegewisch, the only South Shore Line station within Chicago and Illinois.

INTERURBAN START

The South Shore Line was historically the Chicago South Shore & South Bend Railroad, but it has served its namesake city in Indiana to only a limited extent since 1970. The downtown segment of the line is gone, and the railroad moved to an outlying area on Bendix Drive in the early 1970s. Amtrak moved its stop for the Lake Shore Limited to that location too, but the convenient connection is no more, since the South Shore Line moved to South Bend Airport in 1992. Neither location is convenient to downtown South Bend, and local bus service is not helpful for providing

PASSENGER RAIL FOCUS –

connections to the railroad. While the line could return to downtown South Bend some day and plans allow for that move; at this time it looks like a long shot. A local bus on the Transpo system is not a convenient means of taking city residents to or from the airport station, either.

BECOMING A “COMMUTER” RAILROAD

The South Shore Line started as an interurban line built between 1901 and 1908, first as the Chicago & Indiana Air Line Railway, which became the Chicago, Lake Shore & South Bend Railway. Shortly thereafter, it got into Chicago’s South Side on the Kensington & Eastern Railroad to connect with the Illinois Central’s line going downtown. IC steam locomotives pulled the trains until that railroad was electrified in 1912. Samuel Insull consolidated local lines under the Chicago South Shore & South Bend flag in 1925 and changed the electrification to 1,500 volts DC to match the IC’s electrification system the next year. Some trains featured dining cars and parlor cars from 1927 until 1932, but the railroad had settled into its familiar pattern for the next several decades. The cars built by Pullman and the Standard Steel Car Co. remained in service until the 1980s, when the current Nippon Sharyo cars began to replace them. Norman Carlson, an accountant, railroad historian and former Chair of the Metra Board, has a feature article on the South Shore Line during the Insull era in the Spring 2025 issue of First & Fastest, a journal of railroad history in Chicagoland that he edits.

Until last year, the level of service had dwindled, especially since the end of hourly service to South Bend in 1970. The railroad’s historic nickname, the South Shore Line, remains in use, even though NICTD, a public agency, has owned and operated it since 1990. Today it serves 19 stations, but there were 40 more on the line in the past. Station eliminations were particularly severe east of Michigan City. Between there and South Bend, 14 stations were closed, and the only survivor is Hudson Lake. It’s halfway between Michigan City and South Bend Airport, although there are plans to reopen the station at New Carlisle.

Service is frequent during peak commuting periods on weekdays, but has been weak at other times, with off-peak service

not running more frequently than every two hours until recently. The core service runs between Chicago and Michigan City, although there are some short turns at Gary. Service to South Bend (in the Bendix Drive days or to the airport today) was usually sparse, five daily round trips. Today there is more service. On weekdays, midday trains now run one to two hours apart, although there are still some two-hour gaps. There are now six weekday round trips serving South Bend Airport. The weekend schedule has increased, too. Instead of the former eight weekend trains with five to South Bend, there are now ten as far as Michigan City, and eight to South Bend, only about half of which have local bus connections to or from the airport on Transpo.

With the problems that the railroad faced from 1960s through the 1980s, riders expressed their concerns, mixed with hope for better times, as “The Little Train the Could,” a reference to Arnold Munk’s popular children’s book “The Little Engine That Could,” published in several editions starting in 1930. In the story, through sheer determination, a little yard switcher was able to pull a long train uphill to make the ruling grade on a mountain railroad. It demonstrated its determination by chugging “I think I can” repeatedly throughout that effort.

RECENT PROJECTS

After a long history of eliminating stations and keeping service sparse, the South Shore Line recently completed a new infrastructure project: double-tracking in the middle of the line and putting the finishing touches on a new branch that will serve several new destinations.

The railroad recently completed a project to move its tracks away from its streetrunning portion in Michigan City, which management had targeted to be eliminated as early as 2005, even though it gave the line some distinction, especially among railfans. The street-running service ended in 2022. Some residential and retail buildings on the south side of 11th Street were demolished, and the tracks were moved west. The new 11th Street station includes highlevel platforms and a parking lot. As part of the upgrade, the Double Track Northwest Indiana Project added a second track between Gary and Michigan City (26.6

PASSENGER RAIL FOCUS – NICTD

miles). Construction began in 2021 and was completed in April 2024. The project cost $649 million and the new schedules, with some added service, took effect last May.

The West Lake Corridor, as it is currently called, will head south by southeast from Hammond. Construction started in 2020 and included a new station west of the junction called Hammond Gateway Station. The new line is also called the Monon Corridor, because historically it was part of the Monon Route (officially the Chicago, Indianapolis & Louisville), now part of CSX. The new 7.4-mile line will have stations at South Hammond, Munster and Dyer, within walking distance of the Deyer station that now hosts Amtrak’s Cardinal on its triweekly journey to or from Indianapolis, Cincinnati, and points east. There might be a station in downtown Hammond in the future, and maybe an extension further south to St. John.

The Hammond Gateway Station opened last October, and current plans call for the rest of the branch to open this summer. Most trains will operate as shuttles between Hammond and Dyer, although there will be direct service to and from downtown Chicago during peak

commuting hours. There is also a proposal to extend the new line beyond Munster (adjacent to Dyer) to Valparaiso, a college town that has such weak local transit that the only time there is access to visit from Chicago is on Saturday afternoons, with a bus from Ogden Dunes. Another proposal would extend the line past South Bend Airport to Elkhart, where Amtrak trains stop. There is also talk of restoring service at New Carlisle, a station that was located less than two miles east of Hudson Lake, and which was eliminated in 1994.

WEST LAKE CORRIDOR PROPOSAL

Amtrak’s Cardinal runs between Indianapolis and Dyer three times a week in each direction on the historic Monon route. Between Dyer and Chicago, it is handed from one railroad to another. There was a train between Chicago and Indianapolis there the other four days of the week called the Hoosier State until Indiana’s state government eliminated funding, and it was discontinued in 2019.

Advocates at the Indiana Passenger Rail Alliance (IPRA) are calling for a new way to run passenger trains in Indiana, which would include bypassing Amtrak entirely.

They propose the “Hoosier State Corridor” instead, which would host multiple daily frequencies between Chicago and Indianapolis, routes that could be extended to Cincinnati (part of Amtrak’s Cardinal route), Louisville, and even Nashville, if Kentucky and Tennessee were willing to help with funding. Instead of originating at Union Station in Chicago, trains would use the South Shore Line to Dyer and then continue on CSX’s historic Monon Route, as the Cardinal does today. NICTD President Michael Noland was not enthusiastic about the prospect of such a service, though, explaining that the line will be single-track with one short passing siding, so capacity for adding intercity trains would be problematic.

Noland came to the top job at the South Shore Line through the legal route. He had been General Counsel at Metra, so he is familiar with that railroad. He told Railway Age that he first rode the South Shore Line when he was a student at Notre Dame, traveling from a suburb on one of the C&NW (Chicago & North Western) lines now owned by Union Pacific and hosting Metra service.

Noland said that there are other projects

NORTHERN INDIANA COMMUTER TRANSPORTATION DISTRICT SYSTEM MAP SHOWING EXISTING AND FUTURE SERVICES.

in the offing for the South Shore Line. One is to move the airport station to the west side of the airport. “We’re going full speed ahead on that,” he said, and he’s not ruling out eventual service to downtown South Bend. He told Railway Age that access to downtown is now part of the railroad’s strategic plan. One suggestion he mentioned is running the main service to and from downtown South Bend, with shuttle trains to and from the airport. He also said that the railroad has good grassroots and political support, that its return is four dollars for every dollar invested, and the ongoing changes will improve “quality of place and quality of life” along the line.

Norman Carlson agreed about the current projects. He told Railway Age: “There is a very good future. Double Track Northwest Indiana was a catalyst for real estate development. Michigan City is booming and well on its way to recovery from its economic collapse in the 1950s and 1960s. From Michigan City north along Lake Michigan into southwest Michigan is now a very desirable

PASSENGER RAIL FOCUS

place to live.” Regarding the airport move, he said: “To increase South Bend business, the new west side access is critically needed. To reach the east side of the South Bend airport the route is a big ‘U-shaped’ route with a series of curves and multiple grade crossings that result in a very slow speed, time consuming operation. Engineering, environmental work and financial applications are in process. In addition, the City of South Bend is pushing to bring the trains back to the downtown area.”

LOOKING AHEAD

Noland acknowledged that the railroad will need new equipment in about ten years.

Some of the Nippon Sharyo single-level equipment that replaced the 1920s-vintage cars was built in 1982, although some was built ten or 20 years later. There are also some bilevel gallery cars that previously ran on Metra Electric lines, previously part of the IC. In addition to possible future expansions to LaPorte, Valparaiso, and downtown South Bend, Noland said that there are

plans to improve the historic IC Corridor between downtown Chicago and Kensington, where the line splits from it, south of 115th Street. He plans to spend $200 million for terminal upgrades and to improve the IC segment with full bi-directional signaling. That would give the Chicago part of the line the flexibility of a four-track main, rather than operating as a two-track railroad in each direction (not counting the non-electrified track that Amtrak’s Carbondale and New Orleans trains use).

According to Carlson, Metra and NICTD are cooperating on construction. He noted this example: “Construction is under way on Metra that will result in a fourth main track between 11th Place and Monroe Street, as well as additional midday storage capacity. Metra is responsible for this construction with a significant financial contribution from South Shore.”

Meanwhile, the South Shore Line also coordinates well with its freight carrier on the line, according to Noland, a benefit that “brings in some good revenue.”

PASSENGER RAIL FOCUS – NICTD

Peter Gilbertson, President and CEO of Anacostia Rail Holdings, which owns the operator of freight services, agrees with Noland. “Our Chicago South Shore & South Bend Railroad (CSS) has enjoyed a good relationship with NICTD for years,” he says. “We were able to closely coordinate with the agency during its complex double-tracking project to keep critical shipments moving with minimal disruption. We have aligned incentives for growing the freight and passenger business in Illinois and Indiana. In our symbiotic relationship, NICTD has expanded capacity, and we have paid usage fees that have aggregated $120 million since 1990. Our recent initiatives include purchasing 100 new freight cars and joining the RailPulse telematics consortium.”

Noland also told Railway Age that he likes the idea of dual-mode equipment that can run on batteries for at least part of the route. He said the West Lake (Monon) Corridor

current schedules, he said that on-time performance is improving, and that less recovery time is needed. There are a few additional runs on the schedule since the double-tracking project was completed, but the schedule is still nowhere near providing hourly service. “If there’s anywhere there’s demand for growth, it’s the weekend,” he noted. The weekend schedule now offers more service than it did in the past, but the level of service is still weak. Will there be more weekend trains in the future? Time will tell.

In summary, Noland said: “This is a sea change in our operation. It has been 100 years since we put this sort of investment in the railroad. I think we’re going to snag some of those drivers and get ridership up to 2019 levels.” He concluded by saying that he is “very bullish” about the South Shore Line’s future.

I mentioned the analogy to “The Little Engine That Could.” Today, the Indiana

HI-SECTION TRUCK

service to bringing significantly reduced service to its riders, and seemed to get weaker from there. That isn’t the case anymore, as NICTD is making improvements and expanding the railroad to serve additional localities.

Like other “transit railroads” in the U.S., the South Shore Line (along with Metra and similar operations serving other cities) is about to face the challenge of the impending fiscal cliff that will make survival for those railroads, much less improvement, difficult. Noland acknowledged at a forum on March 12 presented by the Sandhouse Rail Group, an organization composed of rail managers and other interested persons in Chicagoland and affiliated with Northwestern University, that his railroad will be affected by the challenges ahead. Still, the South Shore Line railroad is showing determination and a willingness to invest in infrastructure that can lead to more and better service. It might well end up being “The Little Railroad That Could.” We’ll

October

W OMEN IN RAIL

AC/DC DYNAMICS

BY DAVID HUMPHREY, PH.D., SENIOR DATA SCIENTIST, RAILINC CORP.

RAILINC 2025 LOCOMOTIVE

Railinc’s analysis of the North American locomotive fleet reveals that the size of the total fleet increased slightly in 2024.

Detailed analysis reveals the following trends:

• R ebuilding programs continue but new locomotives are still rare. At the end of 2024, the locomotive fleet totaled 37,678, up 119 units from 2023. That is up from 2023’s –0.4% year-over-year decline.

• S tatistics and data in the 2024 report

reflect the relevance of rebuilt locomotives. The age of locomotives is based on the rebuilt year in Umler® if the data is present; otherwise, it is based on the original build year.

• H igh-horsepower locomotives with alternating current (AC) traction motors and six axles continue to drive changes in fleet demographics. Most new additions to the fleet since the mid-1990s have been sixaxle locomotives with a horsepower rating of 4,000 or higher. AC traction locomotives—which perform

FIGURE 1: NORTH AMERICAN LOCOMOTIVE FLEET, COUNT AT THE END OF YEAR (ACTIVE LOCOMOTIVES IN UMLER®)

FIGURE 2: NORTH AMERICAN LOCOMOTIVE FLEET, NUMBER OF LOCOMOTIVES BY AGE (ACTIVE LOCOMOTIVES IN UMLER®)

Photo: Bruce Kelly

RAILINC 2025 LOCOMOTIVE REPORT

well at hauling heavy loads— account for the majority of new additions to the fleet in the past decade. And locomotives with the highest fuel capacity—more than 4,500 gallons—make up the largest percentage of the fleet.

The long-term trend of new locomotives being added to the North American fleet paused in 2018 when the locomotive fleet decreased by three units, and that decline ended in 2024. Last year, the locomotive fleet increased by 119 units to 37,678 units, for a growth rate of 0.3%, up from the previous year’s growth rate of –0.4% (see Figure 1). Most new locomotives in the report are recently rebuilt units rather than brandnew locomotives).

Historically, the average age of the fleet and the number of locomotives added to the fleet mirror the economic environment (see Figure 2). When the economy is strong, as in the mid-1990s

and mid-2000s—and there are more railcars in service—the average age is lower and the fleet tends to grow. During periods of recession, fewer new locomotives join the fleet. The small increase in 2024 indicates a slight recovery from the COVID-19 pandemic, while still reflecting excess supply of locomotives due to industry utilization improvements surrounding PSR (Precision Scheduled Railroading).

The average and median ages of locomotives in the North American fleet continue to increase. The average age increased 0.8 years in 2024, and the median age was also up by 0.7 years.

As new locomotives join the fleet each year, larger railroads move older units to less-demanding roles, sell them to regional and short line railroads, or make them available to be rebuilt or refurbished.

A locomotive has a long service life and can be used in a variety of ways over

that time. It can make long hauls during its first decades of service. Then, it can work on regional and short line railroads in middle age. Finally, it can perform lighter-duty service—such as moving railcars in a yard—at 60 or 70 years old.

DC HOLDS LARGEST SHARE AS AC GROWTH CONTINUES

DC locomotives make up 60% of the North American fleet. The share of AC locomotives has increased 10% since 2014 as more AC units join the fleet (see Figure 3). Although DC locomotives continue to make up nearly two-thirds of the North American fleet, AC locomotives have dominated among additions in the past 10 years. Only 31 DC units were added in the past two years. And, in the past eight years, most new locomotives were AC units.

Locomotives with a horsepower rating of 4,000 or higher continue to make up

FIGURE 3: NORTH AMERICAN LOCOMOTIVE FLEET, AC VS. DC POWER BY YEAR (ACTIVE LOCOMOTIVES IN UMLER®)

RAILINC 2025 LOCOMOTIVE

most of the North American locomotive fleet. These locomotives comprised 56% of the fleet in 2024 (see Figure 4). Locomotives between 2,000 and 3,999 horsepower comprised 32% in 2024, down from 37% in 2014.

Of the locomotives built or rebuilt in the past five years, virtually all have a horsepower rating of 4,000 or higher. The fleet does continue to add lowerhorsepower locomotives, though at generally decreasing rates. These lowerhorsepower additions to the fleet are made up of rebuilt locomotives and new units used as switcher locomotives.

Locomotives with a horsepower rating of 4,000 or higher dominate among AC locomotives, which tend to be newer. There are close to two-thirds more DC locomotives in the North American fleet than AC units. However, DC units are more evenly distributed by horsepower rating, as locomotives with horsepower ratings of less than 4,000 making up the

largest share.

Six-axle locomotives make up 68% of the North American locomotive fleet. Six-axle locomotives distribute the weight of a locomotive to the rails across more wheels and deliver tractive effort through more wheels and traction motors than four-axle locomotives. Most six-axle locomotives were built in the past 30 years.

Locomotives with fuel capacity of more than 4,500 gallons make up 57% of the North American fleet. This share has grown in recent years, while the share of locomotives with fuel capacity between 3,500 and 4,500 gallons continues to decrease (down 2% since 2013). This is consistent with the recent trend of the fleet adding new highhorsepower, six-axle locomotives—which have larger fuel tanks.

ROAD UNITS AND SWITCHERS

To distinguish locomotives used in road service from those used in switching

service, Railinc has applied the following definitions:

• A r oad unit is a locomotive with six axles and a horsepower rating of 2,500 or higher.

• A s witcher is a locomotive with four axles and up to 2,500 horsepower. Road units make up 66% of the North American locomotive fleet, while switchers account for about 23% of the population. Locomotives with four axles and a horsepower rating higher than 2,500 make up 9% of the fleet. However, the industry shifted away from making this locomotive type in the mid-1990s. Most additions of this type are refurbished units. Among these are locomotives with evolving technologies like battery-electric and hydrogen fuel cell.

Railinc is a wholly owned subsidiary of the Association of American Railroads. Visit www.railinc.com for more information and to download this report.

FIGURE 4: NORTH AMERICAN LOCOMOTIVE FLEET, HORSEPOWER BY YEAR (ACTIVE LOCOMOTIVES IN UMLER®)

WHEEL/RAIL VERTICAL IMPACT FORCE MEASUREMENT VALIDATION

BY NATE STOEHR, PRINCIPAL SYSTEMS ENGINEER I, MXV RAIL

The Wheel Impact Load

Detector (WILD) is an established wayside detector technology used to identify out-of-round conditions, whether due to wheel polygonization or surface anomalies. Conventional WILD systems employ a series of strain gauges installed on the rail web to measure the vertical force exerted by passing wheels. This instrumentation is designed to maximize the portion of the wheel circumference measured over several rotations.

The Association of American Railroads’ (AAR) Manual of Standards and Recommended Practices (MSRP) Section F, Standard S-61011, specifies the static calibration and validation requirements for conventional strain gauge-based WILDs. As new technologies, such as load cells, accelerometers, and fiber optics, emerge as potential options for determining wheel loads, these alternative WILD systems will require methods for ensuring accuracy beyond a static calibration.

Under the AAR Strategic Research

Initiatives (SRI) program, the MxV Rail research team developed enhanced measurement techniques by integrating 1) AAR-qualified, high-accuracy onboard instrumented wheelsets (IWS); 2) a wayside high-accuracy in-track bi-circuit (HAC); and 3) portable rail bumps (PRBs) of varying thicknesses. These elements provide a detailed comparison of the wheel/rail vertical impact force measured both on board and in-track. The MxV Rail research team also conducted preliminary on-track testing to validate the

William C. Vantuono

performance of the proposed methods. The objective of the testing was to establish an industry benchmark for validating WILD systems commonly used in wheel removal decisions.

On-track testing was conducted at MxV Rail’s High-Speed Loop (HSL) in Pueblo, Colo. The HAC was installed on the HSL, acting as a surrogate for a traditional strain gauge-based WILD. The test train included a six-axle locomotive, an instrumented passenger car and a loaded 110-ton hopper car with IWS installed at the #1 and #4 axle positions.

For comparison purposes, PRBs were mounted to the rail with the leading edge (the point where the wheel first makes contact) close to the center of the crib (the space between two crossties). Multiple test passes were performed at different speeds and PRB thicknesses. In total, 162 samples with impact forces ranging from a low of 46.5 kips (1 kip = 1,000 pounds) to a high of 97.7 kips were captured by the IWS. The highest recorded force exceeded the AAR “Actionable” limit of 90 kips, thereby warranting wheelset replacement. Additional analysis was conducted to determine the correlation between IWS and HAC measurements.

Out of the 162 measurements collected, only one instance exhibited a difference greater than 5% when comparing the two systems’ outputs. Even with this outlier, the data analysis demonstrated that 95% of measurements taken by IWS and HAC for the same wheel pass/impact event were within ±5% (Figure 1a).

Different PRB thicknesses and test speed variations were successfully used to generate a range of vertical impact loads. Figure 1b illustrates the variation of impact force relative to the speed and bump type, demonstrating that impact loads increased with bump thickness. The trend between impact amplitude and test speed followed a linear trajectory over the speeds tested.

As expected, controlling the PRB thickness and test train speed demonstrated the PRB’s ability to affect impact loads that reach the actionable limit of 90 kips. An IWS can serve as an onboard benchmark in WILD validation, and the combination of “IWS + PRB” presents a viable verification solution.

MxV Rail is currently working with

industry partners to develop recommendations for updating AAR Standard S-6101. This work includes formalizing procedures for the newly developed approach and outlining relevant limitations to ensure comprehensive validation of WILD technologies.

“Leveraging emerging technologies supports the North American rail

industries’ long standing pursuit of continuous improvement in the area of equipment health monitoring,” said Hark Braren, Director of Mechanical Reliability at BNSF Railway. “Further, the integration of these new technologies will further enhance the industry’s ability to ensure safety for the railroads, their employees and the communities they serve.”

Figure 1. W/R impact force measurement validation results: (a) Difference between in-track HAC and onboard IWS; (b) Impact forces with speed and bump thickness.

COLBY TANNER

OmniTRAX

HIGH PROFILE: In a planned succession that will last through year-end 2025, BNSF Industrial Products Group Vice President Colby Tanner joined OmniTRAX Inc. as Chief Executive Officer April 15, sharing leadership responsibilities with current CEO Dean Piacente, who will retire and shift to the OmniTRAX Board of Directors.

OmniTRAX, The Broe Group’s rail and real estate affiliate, describes Tanner as “an accomplished Class I rail executive whose career blends decades of rail and real estate leadership with industry giants BNSF Railway and Walmart.” His transitional pairing with Piacente is designed “to accelerate the company’s extensive 2025 growth initiatives.”

“Colby’s real estate development expertise is the ideal complement to our rail and real estate logistics platform,” said The Broe Group Founder Pat Broe. “The current demand for domestic rail-served sites is unprecedented, and OmniTRAX continues to deliver award-winning projects for industry leaders across North America. Colby’s dynamic real estate experience pairs perfectly with OmniTRAX Chairman David Garin’s BNSF Railway commercial relationships and Dean Piacente’s CSX Transportation expertise to create an unparalleled national knowledge network to drive company-wide growth.”

Tanner’s experience includes oversight of BNSF’s Industrial Products Group, as well as the management of billions of dollars in project site selection, construction and real estate development. He began his career with the Missouri Department of Economic Development and broadened his industrial project site-selection experience with Carter & Burgess. Walmart tapped Tanner to manage industrial development and retail expansion for nearly a decade before appointing him to oversee the western U.S. real estate footprint for Sam’s Club. Tanner joined BNSF in 2015 and earned continued responsibility expansion, culminating with his 2021 ascent to Group Vice President for Industrial Products.

“Colby is well positioned to lead our immediate and long-term company growth,” said OmniTRAX Board Chairman David Garin. “His extensive real estate development expertise and proven Class I rail record provide tremendous resources to grow the OmniTRAX North American rail network. First- and last-mile rail service is essential to domestic rail growth, and Colby will help us accelerate expanded rail access for the intense customer demand we are experiencing throughout North America.”

Tanner said he “sees great opportunity in OmniTRAX’s entrepreneurial approach to bringing customers to rail through the company’s fully integrated rail and real estate development capacity. Paired with the rail network’s customer-centric culture and its industryleading safety performance, there’s limitless potential. OmniTRAX is the fastest growing domestic railroad for good reason. Its growth strategy, resources and leadership are unique. The competitive benefits of pairing rail and real estate are undeniable. At BNSF, I have seen its powerful impact on supply chains across industry and I am excited to lead a company that recognizes this transformative power.”

Tanner, a Missouri native, holds a Bachelor of Science degree from the University of Missouri, as well as a Master of Arts degree from Missouri State University.

HarscoRail, a division of Enviri Corporation, named Gary Lada as President, effective May 5. He succeeds Claus Heuschmid, who is leaving the company June 1. Most recently, Lada led the global Milton Roy and Air & Gas Solutions businesses at Ingersoll Rand. He has also served the rail industry, holding key roles focused on “operational excellence” at GE Transportation (now Wabtec), according to Harsco Rail. Lada holds a Bachelor of Science degree in mechanical engineering from Penn State University. He will be based in Columbia, S.C., with the other members of the Harsco Rail leadership team, and become an Enviri Executive Leadership team member. Harsco Rail appointed Barry Learner as Chief Financial Officer and Mike Lafferty as Vice President of Operations. The company noted that these leadership changes are “a key part of the company’s strategy to position Harsco Rail to capture profitable growth opportunities and generate returns above its cost of capital.”

After eight years as CEO and nearly 45 years of service, Caterpillar Chairman and CEO D. James Umpleby III became Executive Chairman of the Board effective May 1. Chief Operating Officer Joseph E. Creed, a 28-year Caterpillar veteran, succeeded him as CEO and joined the Board of Directors on May 1. Umpleby assumed the CEO role on Jan. 1, 2017. In 2024, Caterpillar achieved record full-year adjusted profit per share, which increased more than sixfold during Umpleby’s tenure, according to Caterpillar, a manufacturer of dieselelectric locomotives (through Progress Rail), construction and mining equipment, off-highway diesel and natural gas engines, and industrial gas turbines. “I’m grateful to have had the opportunity to work with Caterpillar’s dedicated global team of employees and dealers for my entire career,” Umpleby said. “As we celebrate our 100th anniversary, we honor those who came before us establishing a culture of excellence serving our customers. I have great confidence in my successor Joe Creed and the entire Executive Office to lead our global team as Caterpillar embarks upon our second century of helping our customers build a better, more sustainable world.” Creed joined Caterpillar in 1997.

The Railway Educational Bureau BOOKS - Railroad Resources -

by Walter Simpson

DieselElectric Locomotives

Come along with us as we explore how dieselelectric locomotives actually work and penetrate the world of locomotive fuel economy and energy efficiency.

This beautifully illustrated, information-packed book, written by an energy expert, allows you to look under the hood of the most modern diesel-electric locomotives through an energy and environment lens.

Softcover, 300 pages, full-color.

BKDIESEL $54.95

General

Railroader: The Unfiltered Genius and Controversy of Four-Time CEO Hunter Harrison • BKHUNTER • $27.99*

Diesel-Electric Locmotives • by Walter Simpson • BKDIESEL • $54.95

Amtrak, America's Railroad: Transportation's Orphan and Its Struggle for Survival • BKAMARR • $40.00*

Train Wreck: The Forensics of Rail Disasters • Soft Cover • BKTW • $27.00*

American Steam Locomotives, Design and Development, 1880-1960 • BKASL • $40.00*

All About Railroading - Second Edition • BKAARR • $35.95

Riding the Rails - Inside the Business of America's Railroads • BKRAILS • $45.00

Amtrak: Past, Present, Future • by Frank N. Wilner • BKAMTRAK • 39.95 *

Operations

Managing Railroad Transportation • BKMRT • 39.95*

Railway Operations and Control - Third Edition • BKROC • $39.95*

Railroad Operations and Railway Signaling • BKRORS • $30.95

Rules & Regulations Governing Railroad Signal and Train Control Systems • BKSTC

• $27.50

Railroads & Economic Regulation (An Insiders Account)

Railroads & Economic Regulation traces the development, failures and successes of railroad economic regulation by an insider who was a White House appointed chief of staff at the Surface Transportation Board and a senior officer at the Association of American Railroads.

in

the specific or generic hazards of the material(s) involved in the incident, and protecting

"Frank Wilner has written an exhaustive history of our nation's railroads and the complicated, intriguing and often confusing federal regulation and lawmaking."

Nick Rahall

Member of Congress (West Virginia, 1977-2015)

Hard cover, 414 pages.

BKRER $69.00

Freight Car

The Double Stack Container Car Manual • BKDOUBLE • $23.95

Guide to Freight Car Air Brakes • BKFCAB • $78.50

Doorway to Safety With Boxcar Doors • BKBD • $31.95

Freight Cars: Lettering and Marking • BKK2CBK • $31.95

Guide to Freight Car Trucks • BKFCT • $104.95

Locomotive

Guide to Locomotive Mechanical Maintenance - SD & GP Locomotives • BKGLMM • $44.95

Guide Locomotive Electrical Maintenances • BKGLEM • $53.95

Fuel Saving Techniques for Railroads - The Railroader's Guide to Fuel Conservation • BKFUEL2 • $34.95

Guide to North American Diesel Locomotives • BKGNADL • $27.99*

The Only Game In Town: The LOCOTROL Story • BKGAME • $69.99* Reference and Dictionaries

Dictionary of Railway Track Terms • BKRTT • $39.00

The Carman’s Dictionary • BKCD • $19.50

and the general public during the initial response phase of the incident. Items in the book include: Safety precautions * Who to call for assistance in United States, Canada and Mexico. * How to use the Guidebook during an incident involving dangerous goods. * Hazardous Classification System. Soft cover, 400 pages.

BKERG $8.95*

Track

Basic Principles of Track Maintenance • BKTMB • $150.00

Fundamentals of Railway Track Engineering

• BKFRTE • $160.00

The Track Data Handbook • BKTDH • $56.50*

Transit

Development and Operation of New York's IRT and BMT • by Al Fazio • BKNYIRT • $65.95

Urban Transit: Operations, Planning, & Economics • by Vukan R. Vuchic • BKUTOPE • $155.00*

Add the

and handling if your merchandise subtotal is:

412-385-0108

312-922-4516

817-867-6250

816-245-9415

888-333-6370

904-359-3200

561-743- 7373

570-728-7998

630-561-4755

203-202-8900

800-343-7188

585- 346-2090

201-825-0300

561-448-2050

570-883-7005

256-505-6402

682-223-6897

561-448-2050

770-335-9273

732-317-5406

721-443-8881

402-544-3560

773-254-9600

212-620-7200

541-484-9621

sales@stucki.com kskibinski@amstedrail.com media@bnsf.com tjfrancis@cometind.com cpkcr.com

csx.com SBolte@danella.com

Reber.Acacia@ensco.com

Mtonn@freightcar.net

Sales@PowerRail.com

info@progressrail.com

ASLRRA Perspective

Short Line Railroading’s Absolute Essence

The term “doomscrolling,” which caught on during the pandemic, is now gaining newfound notoriety as our politics have become more divisive, government policies more unsettled, and headline news more stridently negative. Doomscrolling refers to spending too much time consuming negative news, locking you into a loop of feeling bad and then reading more news to confirm your anxiety.

Although I am an active social media user myself, I recently experienced the opposite of doomscrolling as I reviewed this year’s winners of the ASLRRA’s Business Development Awards, which were highlighted at our Annual Meeting in Denver April 6-8. The award recognizes three innovative and successful short line railroad marketing initiatives selected from a large group of short lines competing for the award.

As in past years, all the candidates were strong contenders and selecting the winners was a gratifyingly close call. For me, the business development efforts and benefits described by contestants is a reminder that headline news is not the only news that matters, and that whatever else is going on in the country, short lines continue to do what they do best. Growing rail volume one shipper and one carload at a time is the absolute essence of short line railroading. Here are the winners with some stories that matter.

Union Country Industrial Railroad (UCIR) capitalized on its knowledge of local real estate to bring Country View Family Farms (CVFF) on board as a new customer in New Columbia, Pa. CVFF was looking to build an East Coast hog feed facility to host a new process for mass food production and was having difficulty finding a location that could accommodate its needs. UCIR was familiar with a parcel of land that was being farmed and not for sale.

The railroad, part of the North Shore Railroad Company, introduced the landowner to CVFF and together the parties developed a plan that provided space for the facility’s mill tower, grain silos and required rail infrastructure while allowing continued farming of the land in and around the facility. Funding this $55 million construction project included applying for Pennsylvania business and rail grants and the

Department of Community and Economic Development’s Manufacturing Tax Credit Program. The new facility and rail connection has reduced CVFF costs and brought 50 new jobs to the area while helping maintain 321 existing jobs statewide, and supports 30 full-time truck drivers who deliver the feed to nearby farmers.

When grain processing company Bartlett needed a new plant and a reliable transportation partner in Southeastern Kansas, it turned to Watco subsidiary South Kansas & Oklahoma Railroad (SKOL). The railroad, Railway Age’s 2022 Regional of the Year, located a facility site off the railroad’s main line and worked alongside Bartlett during the design and construction of the necessary rail infrastructure. To handle the anticipated increase in traffic, SKOL had to make significant improvements to its existing rail and build a new interchange with Union Pacific that could accommodate 286,000-pound

Gross Rail Load unit train traffic. Funding for the Bartlett project and the associated infrastructure upgrades came from several sources. SKOL applied for and won two CRISI awards, a matching grant program that leverages significant additional capital investment from private and local government sources. The newly completed $375 million plant resulted in an 85% increase in Bartlett’s traffic in the fourth quarter of 2024 over the previous year, and SKOL carload traffic is expected to increase by 40%. The Bartlett facility has brought 70 new jobs to the area, and SKOL hired six new employees, with plans to hire an additional six to eight in 2025.

Coterra Energy needed a cost-effective way to move wastewater from its wellpads to a disposal site, but had always used truck rather than rail. To capture this business, Cathcart Rail’s Belpre Industrial Parkersburg Railroad (BIP) collaborated with Coterra Energy to develop a seamless, multi-railroad logistics solution for transporting non-hazardous wastewater from Eastern Pennsylvania to Southeastern Ohio. In doing so, BIP had to take a concept and make it fully operational with project modeling and planning, assist with railcar leasing, negotiate rates with railroad partners, and find and develop transload facilities at both origin and destination. The project has resulted in cost savings and increased transportation options for Coterra, created six additional transloading jobs, will increase BIP traffic between 700 and 2,000 carloads annually, and take up to 10,000 trucks per year off local roads.

Each story is about significant capital investment in U.S. manufacturing facilities, bringing new good paying jobs to rural areas, reducing transportation costs for local shippers, and making the best use of government programs that promote economic growth. No doomscrolling here!

Mechanical Department Regulations

FRA News:

There are no new proposals or final rules to report for this issue. Be sure to check back next month to see if there are any changes to FRA regulations.

Part 215: Freight Car Safety Standards

49 CFR 215. Prescribes the minimum safety standards for freight cars allowed by the FRA. Includes safety standards for freight car components, car bodies, draft system, restricted equipment and stenciling. Softcover, spiral. Updated 12-28-23

BKFSS Freight Car Safety Standards $12.00

Order 50 or more and pay only $10.80 each

Part 231: Railroad Safety Appliance Standards

49 CFR 231. General requirements for safety appliances including: handbrakes, brake step, running boards, sill steps, ladders, end ladder clearance, roof handholds, side handholds, horizontal end handholds, vertical end handholds, and uncoupling levers. 106 pages. Softcover. Updated 12-28-23

BKSAS Railroad Safety Appliance $14.00 Order 50 or more and pay only $12.60 each

Part 229: Locomotive Safety Standards

The Locomotive Safety Standards cover the laws governing inspections and tests, brake system, draft system, suspension, electrical, cabs and cab equipment plus more! Softcover. Spiral bound. Updated 12-28-23

BKLSS Locomotive Safety Standards $16.00 Order

Part 228: Passenger Train Employee Hours of Service; Recordkeeping and Reporting; Sleeping Quarters

49 CFR 228 for records, recordkeeping, and reporting of hours of duty of a railroad employee. Also covers the construction of employee sleeping quarters and health requirements for camp cars. Softcover. Spiral bound. Updated 12-30-24.

BKHS Hours of Service of RR Employees $16.00

Order 50 or more and pay only $14.50 each