Railways turned the American promise into American progress. It’s a legacy we’re proud to continue as today’s trusted leader in railway maintenance technology — cutting-edge innovations made in the USA, for the USA. Welcome to the next chapter of American progress.
DavRail delivers efficient, safe, and cost-optimized service solutions for complex Maintenance of Way projects using our CENTER LIFT TECHNIQUE— including mud spot remediation, crossings, new construction, tunnels, sub-grade work, public transit, and ballasted bridges with narrow shoulders.
Our fully remote-controlled machinery minimizes manpower, reduces on-site risk, and keeps adjacent lines open. With built-in hydraulic power, tool transport, and compact mobility, we streamline operations like no one else.
The CENTER LIFT TECHNIQUE is proven to be at least 50% more efficient than traditional approaches—reducing man hours, headcount, and overall costs.
Engineered for challenging spaces and tight timelines, DavRail is your partner for high-performance rail work.
See our team in action using the innovative Center Lift Technique to complete a full mud spot remediation in just 12 hours—less than a quarter of the time required by traditional sling-and-chain methods.
Vol. 121, No. 8
Print ISSN # 0033-9016, Digital ISSN # 2160-2514
EDITORIAL OFFICES
1025 Rose Creek Drive Suite 620-121 Woodstock, GA 30189
Telephone (470) 865-0933 Website www.rtands.com
DAVID C. LESTER Editor-in-Chief dlester@sbpub.com
JENNIFER M c LAWHORN Managing Editor jmclawhorn@sbpub.com
EDITORIAL BOARD
David Clarke, University of Tennessee
Brad Kerchof, formerly Norfolk Southern Jerry Specht, CPKC/AREMA
Scott Sandoval, Genesee & Wyoming
Robert Tuzik, Talus Associates Gary Wolf, Wolf Railway Consulting
CORPORATE OFFICES
1809 Capitol Avenue Omaha, NE 68102
Telephone (212) 620-7200 Fax (212) 633-1165
ARTHUR J. MCGINNIS, JR. President and Chairman
JONATHAN CHALON Publisher
MARY CONYERS Production Director
NICOLE D’ANTONA Art Director
HILLARY COLEMAN Graphic Designer
JO ANN BINZ Circulation Director
MICHELLE ZOLKOS Conference Director
CUSTOMER SERVICE: 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
By David C. Lester, Editor-in-Chief
One item we discuss here at Railway Track & Structures is how to enhance the quality of our journalism through new and innovative story ideas. During the past several years, we’ve tried some things that worked well and some that didn’t. One idea we’re working through now is our Perspectives series, spearheaded by Managing Editor Jennifer McLawhorn. Our first feature in this series appeared in the March 2025 issue with “Engineering Perspectives” in which Jennifer interviewed leaders of five leading engineering firms, and we received good feedback on this.
The issue you’re holding in your hands or reading on the screen contains Jennifer’s piece resulting from interviews with several senior executives, including a couple of CEOs, from large construction firms that, among other things, and do the heavy lifting of building what has been designed.
Not only are there several new projects underway, some firms have been working to restore the infrastructure in North Carolina and Tennessee wrought by Hurricane Helene and additional, devastating flooding in the region that has not only hammered the railroads, but disrupted the everyday lives of residents, many of which have not yet been returned to normal. For example, R.J. Corman tells RT&S that “The hurricane destroyed communication equipment, leaving us with no reliable cell phone signals in the affected areas. The steep terrain added another layer of difficulty, making access and maneuverability limited and precarious. Displaced wildlife, unstable soil due to erosion, and the presence of floodwaters in nearby rivers and creeks created further hazards.”
Joe Daloisio, Track Division Manager, Railroad Construction Company, Inc., offered this summary: “We’re actively working on constructing 16.1 miles of track for the Purple Line Light Rail P3 Project, in Maryland with Joint Venture Partner, Delta Railroad Services; as a subcontractor to Skanska Traylor PNB JV, RCC is furnishing and installing 17,100 LF of new 136 RE CWR for the Portal North Bridge Project in
Kearny, N.J.; in Queens, N.Y., the Skanska Railroad Joint Venture is improving the NYCT Flushing Line, a design-build project for MTA; and multiple infrastructure initiatives in Boston with joint venture partner, SPS New England, including construction of the 60,000 sq. ft. Southampton Street Yard Trainset Facility for Amtrak, and ongoing transit maintenance and rehabilitation efforts throughout the country.”
Another theme that ran through several of the responses was the emphasis on respecting and caring for employees. For example, Herzog summed it up nicely: “There’s a lot from a technological standpoint that [we] want people to know about, but the culture of the company and how we treat each other - our partners and community - is foundational and the core of who we are.”
And perhaps one of the most sensitive, caring, and straightforward comments we received about people was from Ames Construction: “One often-overlooked factor in construction safety is mental health. Rail projects often involve remote travel, extended time away from home, and high-pressure environments. The toll on workers and their families can be significant. Construction has one of the highest suicide rates among all industries in the U.S., and the rail industry is not immune.”
There is not a lot of reporting on “perspectives” from different segments of industries that support or are related to railroads. We will continue to sharpen our pencils as we work on these in the future. Perspectives is not a platform for marketing and advertising. It’s a forum for senior leadership throughout the industry to share their insights and views of current and future business with as much candor as possible. We extend our sincere thanks to those engineering and construction firms that have participated to this point.
DAVID C. LESTER Editor-in-Chief
Ulrich Spangenberg –Principal Investigator II
Alexander
Keylin –
Principal Investigator
The performance of a given rail section is determined by the interaction between worn transverse wheel profiles and the transverse rail profile. Wear and rolling contact fatigue (RCF) performance are of particular interest to infrastructure owners because these factors can determine whether a rail needs to be replaced or maintained. Rail sections are manufactured and supplied with an as-rolled transverse rail profile. As the rail running surface wears, rail profiles may no longer provide adequate performance when contacting worn wheel profiles. Therefore, to improve performance throughout the rail’s service life, railroads develop and optimize rail profile templates that are applied by grinding. Persson et al.1 discusses an example of rail
profile optimization to improve wear and RCF performance.
In past publications,2,3 rail profile templates from Class I railroads were assessed both statically and dynamically for their resistance to rail rollover. MxV Rail built upon these studies by analyzing the wear and RCF performance of the same open track rail grinding templates used by Class I railroads in North America. MxV Rail engineers assessed the performance of these rail profile templates to provide guidance to the industry on template profile designs that will ensure longer rail service lives. This work was performed under the Association of American Railroads’ (AAR) Strategic Research Initiative program.
To assess the rail template performance in the current study of wear and RCF, NUCARS® simulations that used the same conditions as those used during the dynamic analysis of the rail rollover in the previous work were employed.3 The conditions included the use of the following vehicle model: a loaded, covered hopper car with constant contact side bearings with a gross rail load of 286,000 pounds, as well as qualified M-9764 trucks in new condition. The measured worn wheel profiles used represented 0, 1, 2, 3, and 4 mm of hollow wear with a
nominal 36-inch wheel diameter. Both the hollow worn wheel and its measured mate were used on all four axles within the car.
The chosen running speed of the vehicle was 25 mph, and three curvatures of three, six, and nine degrees were modeled, with a superelevation that resulted in a balance speed of 25 mph. Class I railroads typically apply the studied rail templates to track curvatures greater than or equal to three degrees, which means that multiple rail templates from different Class I railroads could be compared. The curve rail templates were anonymized and are referred to by a numeric value preceded by “R.” Three gage conditions were modeled, one with a narrow gage of 56.25 inches, one with a standard gage of 56.5 inches, and one with a wide gage of 57 inches. Dry wheel-rail contact conditions were also considered, with a maximum coefficient of friction of 0.5.
Two metrics were employed to evaluate the wear and RCF performance of the contacting wheel and rail profiles. The wear number, or T_γ-value, was used to assess the wear performance, and the surface fatigue index (SFI),5 which is based on the exceedance of the shakedown limit, was used to assess the RCF performance. The creep forces, creepages, and contact areas for each contact occurrence on the rail profile were averaged over a 50-foot section of track during steady state curving. These average values were used to calculate both the wear number and the SFI that were used in the remaining analyses.
The wear number has been related to the material loss due to contact: the higher the number, the higher the expected material loss.6 The wear number is the sum of the product of the longitudinal and lateral creep forces (T_x, T_y) and the creepages (γ_x, γ_y). Equation 1 shows the wear number calculation. The sum of the wear numbers for all contacts across the rail profile pairs was calculated and used to compare the wear performance of the rail templates relative to one another.
Tγ=T_x γ_x+T_y γ_y (1)
The SFI is a simple model in terms of its calculation requirements and its
application. The working point or location of a given contact condition on the shakedown diagram is calculated based on its normalized vertical load and the traction ratio. The SFI is calculated as the horizontal distance from the working point to the shakedown limit by means of Equation 2. In Equation 2, πab is the area of the contact ellipse; k is the material’s yield strength in shear; and F_z is the normal force of the contact.
SFI= √((T_x+T_y)/F_Z )-2πabk/〖3F _z (2)
The value of k was selected as the yield strength in shear of intermediate strength rail with a value of 52.5 ksi. An SFI value greater than zero indicates that the initiation of RCF is likely. A distribution of SFI values was calculated for each rail profile template. Only the percentage of contact occurrences with an SFI value greater than 0.025 for each rail pair were considered. The value of 0.025 was chosen based on the bin sizes used to calculate the distribution of SFI values, with 0.025 being the first bin larger than zero. When analyzing the SFI, only contact conditions resulting in a traction ratio of less than 0.45 were considered, since it was assumed that any contact resulting in a traction ratio greater than 0.45 would wear away any RCF cracks.
Results
Figure 1 shows the sum of the wear numbers and the percentage of SFI values above 0.025 for each rail profile pair. The shapes of the wear number and the SFI plots generally conform to one another. The best- and worst-performing rail profiles are indicated by the green and red ellipses, respectively. The rail profile pair R28 (highlighted by the yellow ellipse) had the second worst RCF performance while simultaneously having the secondbest wear performance. The main causes of the best and worst performances of the rail templates were analyzed in more depth.
Figure 2 compares the high and low rail profiles of R17 and R21. The differences between the R17 and R21 rail profiles occurred mainly in the amount of gage shoulder relief of the high rail templates and the amount of field side relief of the low rail templates. Other characteristics that would distinguish the betterperforming profile templates from those that performed poorly were sought.
The rail crown radius and the
conformity of the rail profiles to a given wheel profile were evaluated. The rail crown radius was calculated for a profile distance length of 0.787 inch (20 mm) centered around the midpoint of the rail profile. The conformity of the rail profiles shown in Figure 2(a) was calculated by aligning the wheel profile in two-point contact with the high rail profile (roughly between 0 degrees and -60 degrees) and calculating the distance from the wheel throat to the rail gage corner at a tangent angle of -30 degrees. When more than one wheel profile was assessed, the average value was considered.
The rail profile pairs were sorted from best to worst, left to right, based on their RCF performance. (Rail profile pair R28 was excluded from this comparison.) The crown radii of the high and low rails are shown in Figure 3, which also shows the conformity of the high rail profiles to both the unworn AAR-2A and the worn wheel profiles.
In general, except for the high rail crown radius of rail profile pair R17, the profile characteristic values increased as the RCF performance worsened. To achieve good RCF performance, the crown radius needs to be between 6 and 8 inches on the high rail and below 10 inches on the low rail. At the same time,
the conformity to the unworn AAR-2A profile should be below 0.005 inch. The conformity of the rail profiles to the wheel profiles indicates the amount of gage shoulder relief present on the rail template. The conformity of the rail profiles to the unworn AAR-2A and worn wheel profiles were similar.
As Figure 1 illustrates, wear performance generally trends with RCF performance. The rail profile performance was sorted for its wear performance, which is shown in Figure 4. The overall shape of the graph will be similar, whether sorting the rail profiles for RCF or for wear; thus, the same observations that were made for RCF hold true for the wear performance.
This study determined the rail profile characteristics that best reduced wear and RCF. These characteristics could serve to inform rail maintenance staff or profile developers about how to prolong the rail’s service life and avoid associated costly rail replacement. The study of curve rail design templates that are applicable to curves with a curvature greater than or equal to three degrees showed that both better wear and RCF performance were achieved for:
High rail profiles with less significant relief of the gage shoulder and gage corner and low rail profiles with relief on the field side.
Crown radius of the high rail between 6 and 8 inches.
Conformity of the high rail to the unworn AAR-2A profile less than 0.005 inch in addition to the requirement of the high rail crown radius.
References
1. Persson, I., R. Nilsson, U. Bik, et al. 2010. “Use of a genetic algorithm to improve the rail profile on Stockholm underground.” Veh Syst Dyn; 48: 89–104.
2. Cummings, SM. 2020. “Static Analysis of Rail Grinding Templates. Technology Digest, TD020-021.” AAR/Transportation Technology Center, Inc. (TTCI): Pueblo, CO.
3. Cummings, SM and S. Gurule. 2020. “Dynamic Analysis of Rail Grinding Templates. Technology Digest, TD020022.” AAR/TTCI: Pueblo, CO.
4. Association of American Railroads (AAR). 2024. “Manual of Standards and Recommended Practices. Section D: Trucks and Truck Details. M-976, Truck Performance for Rail Cars.” AAR: Washington, DC.
5. Ekberg, A., E. Kabo, and H. Andersson. 2002. “An engineering model for prediction of rolling contact fatigue of railway wheels. Fatigue Fract Eng Mater Struct; 25: 899–910.”
6. Tunna, J., J. Sinclair, and J. Perez. 2007. “A review of wheel wear and rolling contact fatigue. Proc Inst Mech Eng Part F J Rail Rapid Transit; 221: 271–289.”
Track Safety Standards Subparts A-F
Track Safety Standards, contains the Track Safety Standards, Subparts A-F, for Classes of track 1-5. The standards cover general information, Roadbed, Track Geometry, Track Structure, Track Appliances and Track-Related Devices, and Inspection. Includes Defect Codes. Updated July 1, 2025.
BKTSSAF Track Safety Standards, Subparts A-F $13.95 Only $12.50 for orders of 50 or more!
FRA Part 237 establishes Federal safety requirements for railroad bridges. This rule requires track owners to implement bridge management programs, which include annual inspections of railroad bridges, and to audit the programs. Part 237 also requires track owners to know the safe load capacity of bridges and to conduct special inspections if the weather or other conditions warrant such inspections. Updated July 1, 2025
BKBRIDGE Bridge Safety Standards $14.00 Only $12.60 for orders of 50 or more!
This reprint includes the FRA's Railroad Workplace Safety Standards addressing roadway workers and their work environments. These laws cover such things as: personal protective equipment, fall protection, and scaffolding for bridgeworkers; and training issues. Also includes safety standards for on-track roadway vehicles. Updated July 1, 2025
BKWRK Railroad Workplace Safety $13.95 Only $12.50 for orders of 50 or more!
Track Calculator
The Track Safety Standards Calculator is a must for anyone who works on track. This slide rule type calculator contains many of the details for Classes of track 1- 5. Deviation from uniform profile and from zero cross level. Difference in cross level. Compliant with part 213. BKTCAL Track Calculator $12.50 Only $11.25 for orders of 50 or more!
Updates from the Federal Register
Safety culture, collaborative partnerships, and innovative delivery methods pave a path forward.
By Jennifer McLawhorn, Managing Editor
Earlier this spring, RT&S spoke to and compiled the perspectives of engineering firm leaders. It was only right to turn our attention to the construction side of the business and ask these executives their outlooks. As you read these profiles, you’ll note a focus on operational efficiency, safety, and sustainability. However, a common thread emerged in their responses: an emphasis placed on the importance of people. After all, it’s people who make up the business, who generate ideas to spur technological innovation, and who actively work on the railroad.
By Curtis Bilow, Executive Vice President, Ames Construction
For over 30 years, Ames has delivered construction services and solutions to the railroad industry. Our founders had a deep passion for the railroads, and their commitment continues to drive our company, from leadership to team members in the field. While much has changed, Ames remains dedicated to safety, innovation, and partnership.
In this rapidly evolving landscape, where capital investments are growing and project schedules are accelerating, safety is the foundation of every successful job. At Ames, we understand that tighter work windows, increased regulatory scrutiny, and heightened public awareness mean we must plan better, communicate clearer, and execute smarter. One often-overlooked factor in construction safety is mental health. Rail projects often involve remote travel, extended time away from home, and high-pressure environments. The toll on workers and their families can be significant. Construction has one of the highest suicide rates among all industries in the U.S., and the rail industry is not immune. That’s why Ames is investing in mental health support, providing resources, and encouraging open conversations across our workforce. Safety is more than hard hats and vests. It’s about protecting people in every sense of the word.
Across the railroad industry, there’s a growing shift toward alternative project delivery models, and for good reason. With billions in rail infrastructure investment anticipated over the next decade, owners are seeking faster, more collaborative ways to deliver projects. Ames is at the forefront of this shift, delivering intermodal facility expansions, rail bridges, and other critical facilities. Alternative delivery methods allow us to engage early, partner with owners and designers to identify efficiencies, mitigate risks, and keep costs under control before construction even begins.
Our philosophy, “Solutions Without Surprises,” is more than a slogan. It’s a way of working that anticipates challenges, fosters trust, and puts the clients first. Ames innovates where it counts: in planning, scheduling, budgeting, and safety integration, before boots hit the ground. As freight railroads seek ways to
maintain fluidity amid record demand, and passenger agencies plan ambitious expansions, the ability to deliver complex work with minimal disruption is more valuable than ever.
There’s no question the rail industry is in a period of transformation. Whether it’s the shift toward decarbonization, growing intermodal volumes, or increasing network fluidity, change is happening. The industry needs contractors that can adapt quickly and think ahead. Ames believes the future is one of true partnership with railroads, engineers, subcontractors, and suppliers. We must focus on operational efficiency and cost reduction
as intently as our railroad clients, and we must continually improve how we collaborate across the supply chain. This mindset has guided us through decades of successful railroad work, and it will continue to do so. On December 31, 2024, after 63 years of private ownership, Ames transitioned to an Employee Stock Ownership Plan (ESOP). This historic moment was about culture and sustainability as much as it was about succession. The ESOP ensures that the core values that built Ames—safety, innovation, teamwork, and accountability—will carry forward with even greater meaning.
By Kevin Brandon, CEO, Road & Rail Services
As the rail industry evolves, so do the demands on infrastructure—especially in high-volume, complex logistics environments. Road & Rail Services, with decades of experience operating facilities across the country, is leveraging its deep operational knowledge to provide a more strategic, integrated approach to track construction and facility design. “We’ve always asked, ‘How can we create more value for our customers?’” says CEO Kevin Brandon. “We started our track construction division with that in mind. Today, we’re not just proficient — we’re strategic partners in designing facilities that operate
efficiently on day one and scale with future growth.”
What sets Road & Rail Services apart is its dual expertise in track construction and rail operations. Road & Rail understands how poor design choices can lead to costly operational inefficiencies over time. “As an operator, we’ve seen the consequences of underinvestment in track infrastructure. That gives us a unique perspective on why thoughtful design from the start is critical.”
This hands-on operational insight allows the company to anticipate needs others might overlook—from switch placement to demurrage
mitigation—ensuring designs align with real-world performance. By integrating engineering, construction, and operations, the company delivers smarter, more cost-effective solutions that flex as customers’ needs evolve.
The company is also expanding its capabilities by partnering with engineering firms to offer full-service designbuild-operate packages. These include potential financing and even warrantybacked service plans, a rarity in the industry. In some circumstances, financing might be accomplished via a purchase improvement lease (PIL), which can be advantageous to all parties and allow Road & Rail to continue to add value for the customer.
“Whether it’s a greenfield facility or an upgrade to an aging one, our approach considers long-term costs, service velocity, and scalability,” Brandon explains. “Our experience with OEMs shows that designing with growth in mind pays off.”
For shippers and developers alike, Road & Rail Services represents a powerful partner—one that combines precision with the pragmatic foresight of a seasoned operator.
“When a facility hits 80% productivity, it’s at its best. At 100%, it’s overwhelmed,” Brandon says. “We build for that sweet spot.”
We’ve always asked, ‘How can we create more value for our customers?’ We started our track construction division with that in mind. Today, we’re not just proficient - we’re strategic partners in designing facilities.
By Mark Boyle, Vice President of Engineering, R. J. Corman Railroad Services, LLC
The safety challenges we faced [after Hurricane Helene] were multifaceted. The hurricane destroyed communication equipment, leaving us with no reliable cell phone signals in the affected areas.
At R. J. Corman Railroad Services, we pride ourselves on our unwavering commitment to safety, making it an integral part of our engineering and operational ethos. It can’t be overstated how essential it is to incorporate safety into every phase of our projects, particularly in the wake of natural disasters. Take, for instance, our recent efforts on two major track reconstruction projects in North Carolina and Tennessee following the devastation wrought by Hurricane Helene. The damage was extensive, posing numerous engineering and operational challenges. However, before tackling these obstacles, we first had to address significant safety concerns.
The safety challenges we faced were multifaceted. The hurricane destroyed communication equipment, leaving us with no reliable cell phone signals in the affected areas. The steep terrain added another layer of difficulty, making access and maneuverability limited and precarious. Displaced wildlife, unstable soil due to erosion, and the presence of floodwaters in nearby rivers and creeks created further hazards. Understanding and planning for these safety challenges was paramount. We began by establishing robust communication protocols to ensure that our teams could stay in contact despite the signal
issues. Our operations team evaluated the steep terrain and designed access routes that minimized risk. Some of the haul roads for material had to be heavily staffed with escorts, flaggers, and spotters to ensure safe ingress and egress. We coordinated with engineers to assess the soil’s integrity and took appropriate steps to ensure its stability. Our teams were equipped with personal protective equipment suited to the conditions, and we continuously monitored weather forecasts to adjust our plans accordingly.
With a solid safety and operational plan in place, we also had to be mindful of the devastating impact this storm
had on the residents of these communities. We remained sensitive to the needs of families who were trying to recover and rebuild and were cognizant of their priorities. Mitigating public impacts on an already stressful and difficult situation was a daily expectation for our crews. These efforts exemplify our safety-first culture. By anticipating and being proactive with safety challenges, we ensure that our engineering and operational plans reflect our commitment to the well-being of our workers and the communities we serve. For R. J. Corman, safety isn’t just a priority – it’s the foundation upon which we build our future.
By Laura Laurello, CEO, Delta Railroad Services
In a world that demands personalization, the railroad industry is no exception. Our customers — from railroad construction to maintenance, manufacturing, and remanufacturing — require solutions tailored to their specific challenges, and the traditional promise of “on time and under budget” is simply the price of entry.
What sets a true partner apart? It’s a
commitment that goes deeper. It’s building a motivated workforce, guided by exceptional leadership. It’s channeling significant investment into the innovative technologies that drive real-world results. And it’s an obsession with precision across the entire customer journey—from critical Maintenance of Way (MoW) to the end-user who depends on us for a reliable commute and a steadfast supply chain.
By Deron Haptonstall, VP of Major Infrastructure, Herzog Contracting Corp.
When asked where Herzog is headed, we’re continuing to pursue the work that’s on the horizon. A lot has to do with work on the Northeast Corridor,
so we continue to pursue that work and any project from local and transit agencies. It’s global. There’s a lot going on right now. Our outlook is to look at what’s happening in the
This year, Delta Railroad Services made it our mission to do even better. We launched our new Rail Grinding division to proactively address a core industry need. This service significantly extends track lifespan.
This year, Delta Railroad Services made it our mission to do even better. We launched our new Rail Grinding division to proactively address a core industry need. This service significantly extends track lifespan. For the public, the benefits are just as tangible: a reduction in noise and vibration and a smoother, more comfortable passenger experience. We also innovated from the ground up, introducing a first-of-its-kind, custombuilt Rail Unloader. We engineered this solution to protect field teams by reducing physical strain and driving greater efficiency in the unloading process. For our clients, this means safer, faster project execution. Finally, we’ve put a spotlight on our most valuable asset: our people. By sharing a behind-thescenes look at our team — through channels like our #TeamDelta story on social media — we’re showcasing the deep expertise and dedication that fuel every project we undertake. At Delta, we believe our people are our ultimate competitive advantage.
industry and at the funding that agencies want to put out. We look at ones that fit best into our business model, and we focus on what’s in the continental U.S. As for exactly
why track construction should be invested in, it’s something I have pondered a lot over the course of my career. In this country, traffic is always a growing issue in our major cities. These cities are growing. Transit by rail is a viable alternative. It’s a great alternative for a lot of reasons. It’s economical for people to get to school, work, or travel, especially over driving or flying. It’s good from an overarching standpoint. It alleviates pressure and congestion on other means of transportation. You don’t get on a flight anymore that isn’t completely full. It’s taken years for us to get to this mindset of public transit and the euro model of travel by train. The Northeast Corridor and Brightline have opened people’s minds. Americans want an alternative. There are more opportunities for public transit now than before. With more transit systems in place, they realize it’s a good alternative and important to have another option.
My own perspective is that nothing lasts forever. Rail systems have a service life. But the latest technology in track construction allows for a longer service life. With the right means and methods in products and
technology, these systems come with a much lower maintenance cost than before. As we evolve to a dedicated corridor that isn’t shared with freight, those systems will have a longer service life. Heavier tonnage equates to higher maintenance costs. As we look at jobs and build interstate railroads and high-speed rail, there should be dedicated corridors. It’s a commonsense approach. No heavy freight on dedicated transit systems allows for more sustainability on those systems.One thing we want people to know about Herzog is that we live by our core beliefs: Safety Without Compromise, Power of the Team, Passion for the Customer and Pursuit of Excellence. Our values lie in doing the right thing all the time, whether or not someone is looking. Our founder, Bill Herzog, was a people person. He focused on people and the relationships. I want people to know Herzog is a company of strong values that are centered around helping people. Bill always wanted to help people in life; it’s one of the reasons he started the company. We’re committed to improving the way of life for Americans. It’s high-level, but that’s what I would want people to know about
us. There’s a lot from a technological standpoint that I want people to know about, but the culture of the company and how we treat each other - our partners and community - is foundational and at the core of who we are.
By Jason Murray, Vice President Right of Way Services, RailPros
Track and infrastructure development continue to evolve and are key to continued growth for the industry. Not only do
railroads continue to invest in infrastructure, but third-party infrastructure projects, such as public projects and utility installations that interact with railroad infrastructure, continue to increase each year. It is imperative that thirdparty projects are managed to ensure there is no interference with railroad operations and that future railroad development, such as track construction, is not impeded. RailPros currently manages third party Pipe and Wire Permitting for a Class I railroad. We proactively review and work directly with the third party to ensure all projects meet or exceed our clients’ standards during design. At RailPros, we know proactive communication and education of third-party applicants greatly reduces risks to railroad operations. In doing so, the project owner and contractor better understand all requirements and the potential impact their project may have on railroad operations, leading to a better overall project design. Once a third-party project is approved, it is
important that the project’s construction does not impact railroad operations or infrastructure. Through our total right of way management approach, RailPros can provide both a roadway worker in charge to ensure the safety of crews and equipment working near the track and a construction monitor, who serves as the railroads’ engineering representative during construction. This allows all field design changes and issues to be escalated for review, while keeping the third-party project moving forward, thus reducing duration and risk of the project impacting the railroads’ right of way and infrastructure. Lastly, as railroads invest in infrastructure, friction with existing thirdparty infrastructure is expected. It is important that conflicts are actively managed as early in the design process as possible, to provide notice to the impacted party and minimize delay to the railroad’s critical project. RailPros found that our partnerships allow for a holistic look at infrastructure projects and possible solutions.
Whether you need new track designed and built, or the track you have repaired and maintained to run like new, getting you up to speed and keeping you there is what the Road & Rail Services Track Division does best. How? Deep track expertise. A seasoned, well-equipped team. A reputation for staying on or ahead of schedule. And an emphasis on safety, first and always.
New Track Construction (our design or yours)
Site Assessments
FRA Compliance Inspections
Road Grade Crossings
Track Repairs
By Joe Daloisio, Track Division Manager, Railroad Construction Company, Inc. and current NRC Chairman
At Railroad Construction Company, we see the future of track construction centered around modernization, innovation and resilience. That’s why we’re focused on projects that improve infrastructure longevity and leverage new technologies. Whether it’s supporting expansion or maintaining a state of good repair, we believe investment in rail will remain essential to building a more connected future. Sustainability is no longer optional, it is integrated into our planning, execution and equipment. We invest in modern, low-emission equipment, adopt construction practices that reduce waste and energy usage, and work with clients to build infrastructure that’s built to last. Sustainable track construction not only preserves resources but helps our communities thrive for generations to come.
As for what we are currently working on, RCC is proud to be part of several
transformative projects across the Northeast and Mid-Atlantic. We’re actively working on constructing 16.1 miles of track for the Purple Line Light Rail P3 Project, in Maryland with Joint Venture Partner, Delta Railroad Services; as a subcontractor to Skanska Traylor PNB JV, RCC is furnishing and installing 17,100 LF of new 136 RE CWR for the Portal North Bridge Project in Kearny, N.J.; in Queens, N.Y., the Skanska Railroad Joint Venture is improving the NYCT Flushing Line, a design-build project for MTA; and multiple infrastructure initiatives in Boston with joint venture partner, SPS New England, including construction of the 60,000 sq. ft. Southampton Street Yard Trainset Facility for Amtrak. We support local transit agencies with ongoing maintenance and rehabilitation efforts, helping to keep systems running safely and efficiently. Our teams serve short-line railroads and industrial clients across N.Y., N.J., Pa., Conn., Del., and Mass., providing everything from inspections
and emergency response to full-scale, designbuild projects. RCC isn’t just a company, we are a family of co-workers.
By Mat Fletcher, Railway Market Principal, Senior Vice President, Hanson
Hanson continues to lead engineering initiatives that contribute to a safer, sustainable, and resilient future for
railroads and the communities where they operate. This robust approach to infrastructure advancements is evident in various ongoing projects, with a similar perspective even while working for different owners. Hanson is completing the $557 million Springfield Rail Improvements Project in Springfield, Ill. on behalf of the city, while the Chicago Region Environmental and Transportation Efficiency (CREATE) EW2 Project on Chicago’s South Side is for Norfolk Southern. This dedication helps bolster supply chains. The Springfield Rail Improvements Project is an excellent example of this effort, aiming to streamline the critical freight and Amtrak rail link between St. Louis and Chicago. This project involves realigning Union Pacific and Norfolk Southern tracks into a combined corridor, reducing 68 at-grade crossings to 32 and greatly improving multimodal connectivity through the city to resolve logistical bottlenecks and accommodate
growth. The partnership demonstrated by both railroads during this project has proved their willingness to serve as good neighbors to the community. Additionally, the railroads will realize a long-term operations and maintenance benefit through safety enhancements, new track and new signals for long-term resiliency and expanded right of way for maintenance access. Central to Hanson’s strategy is cultivating strong relationships with railroad companies to focus on aligning the engineering advancements with community needs. In both projects, Hanson’s knowledge and skills are evident in navigating the complex landscape of stakeholder coordination, seamlessly delivering improvements that meet operational, environmental and community objectives. By integrating technical innovation and community-focused strategies, ongoing efforts in projects like these highlight a future in which economic growth and community well-being are intricately linked.
RAIL GROUP NEWS brings you a daily round-up of news stories from Railway Age, RT&S, and IRJ. This email newsletter offers North American and global news and analysis of the freight and passenger markets. From developments in rail technology, operations, and strategic planning to legislative issues and engineering news, we’ve got you covered.
Photo Credit: Hanson
Fairmont Pittsburgh Pittsburgh, PA
Light Rail 2025 delivers a focused, in-depth look at the technical, environmental, and socio-economic challenges of planning and operating light rail transit (LRT) systems in today’s urban environments.
Who Should Attend Professionals in LRT planning, operations, civil and systems engineering, vehicle technology, and signaling.
Program Content Includes
• Major New-Builds and System Expansions
• Capital Program Management
• Extreme Weather Events: Planning and Mitigation
• Innovations in Rider Experience
• Alternative Propulsion Technologies
• Special Regional Tour
Connect with LRT professionals from around North America—register by 8/22 to save!
Andy Lukaszewicz Deputy Chief Officer Rail Ops Pittsburgh Regional Transit
Casey Blaze Deputy Project Mgr.
Greater Cleveland Regional Transit Auth
Ida Posner COO Railroad Development Corp.
Justin Selepack Dir., Railcar Maintenance Pittsburgh Regional Transit
Nate Asplund President Pop-Up Metro, LLC
Rachel Burckardt, P.E. SVP/Sr. Project Mgr., Northeast Lead WSP USA
Bryan K. Moore Project Mgr., Railcar Replacement Program
Greater Cleveland Regional Transit Auth.
John Mardente Civil Engineer, Passenger Rail Div. Federal Railroad Administration
Barbara M. Schroeder, P.E., P.M.P. Rail Transit Project Manager Benesch
Gary Wolf, President of Wolf Railway Consulting—and one of North America’s preeminent derailment investigators.
by Jeff Tuzik
Derailments have many causes. Some are fairly simple and straightforward. Others involve a complex combination of factors and circumstances. Determining the root causes is what keeps derailment investigators busy and what helps railroads avoid such derailments in the future. Over the years, and over the course of many derailments both major and minor, certain trends emerge, Gary Wolf, President of Wolf Railway Consulting—and one of North America’s preeminent derailment investigators—told attendees at the 2024 Wheel/Rail Interaction Heavy Haul Conference.
“The good news,” Wolf said, “is that back in 1984, we had about 1500 track-caused derailments in the US. In 2023, we were
under 500.” This downward progression has generally been steady over the past 40 years. Mechanical-caused derailments have also decreased over this period, although the decrease has been less dramatic. Human factor-caused derailments, on the other hand, have remained nearly unchanged (see figure 1). “For the first time [since tracking this data], track-caused derailments account for fewer than human factor derailments,” he said.
Figure 2 shows derailment data from the Federal Railroad Administration (FRA) highlighting the top 10 derailment causes between 2000 and 2023. The leading cause, accounting for 25% of these derailments, is cause code T110 (wide gage). Behind that, accounting for 17%, is H702 (switch
improperly lined). Broken rail-related causes T207 (detail fracture), T220 (transverse defect), and T221 (vertical split head) make up 8%, 9%, and 7%, respectively, for a total of 24%.
Focusing only on track-caused derailments over the same period (see figure 3), broken-rail-related causes make up a combined 39% of all (track-caused) derailments, Wolf said; wide gage is close behind at 37%. Broken switch points account for 13%, Soft or settled roadbed accounts for 5%, and track buckles account for 6%. “These are the big hitters of track-caused derailments; they make up 10,122 out of 16,247 derailments,” he said. Meaning, the top five causes of trackcaused derailments comprise 62% of all track caused derailments.
Interestingly, these derailment causes are not evenly distributed across the Class I railroads. In anonymized data on four Class Is, for example, one railroad reported fewer than 0.01 derailments per million train miles with the cause code T001 (roadbed settled/ soft), while another reported over 0.04 derailments per million train miles (see figure 4).
“Keep in mind, you have to normalize these figures against the mileage of the individual railroads,” Wolf said. Nonetheless, this is a major disparity. Additionally, one railroad reported a high number of T001 derailments, but very few T101 and T102 (cross level-related) derailments. “This leads me to believe that maybe we’re not understanding exactly how to use these cause codes properly,” he said. Perhaps most strikingly, one railroad reported a very high number of wide-gage (T110) derailments (0.18 per million train miles), while another reported ≈0.02. “The top four Class Is operate in a pretty similar fashion; these causes should be distributed fairly similarly.”
The cause code disparity indicates a general lack of accuracy and consistency in how railroads assign them, Wolf said. He also suggested that the FRA would do well to review and update cause codes for greater clarity and specificity, and perhaps develop a compliance manual detailing cause code assignation best practices. Railroads, he said, must develop uniform reporting practices for the sake of accuracy throughout the industry.
T110 is the most-used cause code in the entire database, Wolf said, “But I think there’s a lot of misreporting here. A lot of wide-gage derailments are not due to track; they’re due to mechanical conditions, operational conditions, switching conditions [etc.], and yet we apply T110 because it’s simple and convenient. But you’ve got to do a deeper dive.”
The good news is that wide gage derailments (combining T110 and T111 [wide gage due to spikes/other rail fasteners]) are trending downward: from over 300 in 2000, to just under 100 in 2022, Wolf said. The industrywide improvements that have contributed to this decrease primarily include:
• Greater focus on correction of excess rail cant.
• Expanded use of concrete ties, which help with gage retention.
• Larger tie plates, which help with load distribution.
• Elastic fasteners.
• Geometry cars with gage restraint
measurement systems (GRMS), which help find weaknesses in fastening systems and track gage strength.
• Improved rail profile grinding to promote better steering in curves.
• Use of top-of-rail (TOR) friction modifiers, which reduce lateral loads and L/V ratios.
• Automated tie inspection systems. The combination of all these technologies and practices has helped dramatically drive down the number of wide-gage derailments, Wolf said.
T314 – Switch Point Worn or Broken
The downward trend in these derailments
(see figure 5) is also the result of a number of (relatively) recently developed and adopted technologies. As in wide-gage-derailment reduction, automated inspection vehicles have played a crucial role in identifying potentially problematic switches. Some railways have also adopted a voluntary alternate standard to guide their inspectors in determining when a switch point requires maintenance or remediation, Wolf said. Norfolk Southern, with a grant from the FRA in 2015, for example, developed a switch-point gage that simulates contact from a heavily worn wheel flange. “This is an excellent diagnostic tool. Any time you can put a gauge on something, it’s much better than putting your eyeball on it.”
RNT and T109 – Track Alignment Irregularity (Track Buckles and Sun kinks)
“Sun kinks are not caused by the sun; they’re caused by improper maintenance practices,” Wolf said, improper practices that include: failure to control rail neutral temperature (RNT), failure to maintain ballast section, failure to maintain good anchor patterns according to the CWR (continuous welded rail) plan. But progress has been made in reducing these cause codes, as well. “Staking of curves to ensure they’re not moving during the winter months is a great maintenance practice,” he said. Various stress monitoring technologies have helped, as has vertical rail stress equipment (VERSE) testing. VERSE testing requires unclipping the rail, a laborintensive process, but it identifies true rail neutral temperature, Wolf said, which is an invaluable metric. “Every year, your neutral
temperature is going to decline, especially in curve territory, so it’s a constant battle to keep the RNT where it should be.” The continued development (and implementation) of rail stress monitoring technologies can help railroads stay on top of the issue, he said.
“T001 roadbed soft/settled; this is one I don’t quite understand,” Wolf said. He surmised that a number of railroads may use this cause code rather than citing a specific track geometry defect. A soft roadbed often leads to defects like twist, warp, surface profile, and alignment. But a roadbed defect must cause a geometry defect in order for a train to derail, he said. He suggested that the T001 cause code should be eliminated or revised so that railroads are required to cite a specific geometry defect or defects as their derailment cause.
Wolf also noted that cause code T109 (buckled track) similarly lacks specificity and is in fact incidental to some other root cause of the derailment itself. Cause code T222 (worn rail) lacks both specificity and any sort of objective metric; “The FRA has no standard for rail wear, so how can T222 be applied appropriately?”
The cause codes that make up the broken rail group that have all declined since the year 2000 include:
• T202 – broken base of rail
• T221 – vertical split head
• T220 – transverse/compound fissures
• T210 – head and web separation (outside joint bar limit)
In many cases, these declines have been dramatic, though all have been steady in their progress, Wolf said. Among the broken rail cause codes, however, T207 (detail fracture – shelling/head check) is an outlier. Since 2000, the trend has been a flat line. “Detail fractures are a self-induced problem,” he said; they’re largely due to:
• Failure to control rolling contact fatigue (RCF).
• Failure to grind.
• Failure to grind properly (for example, improper rail profile or poor grind quality index).
• Failure to ensure crack propagation (RCF) is arrested.
• Failure to properly elevate curves (resulting in excessive gage face contact forces and shelling).
• Failure to properly manage
friction (lubrication and TOR friction modifiers).
Nonetheless, when all the broken rail cause codes are taken in aggregate (including T207) the downward trend in derailments is significant (see figure 7). Wolf attributes the decline to concerted efforts and a number of complimentary factors over the past ≈25 years:
• Better testing frequency and regulatory testing requirements.
• Better data analysis and visualization.
• Better ultrasonic transducer technology
• Continuous testing versus stop-and-verify.
• Better and more thorough training and certification of operators and inspectors.
• Better rail grinding techniques with a stronger focus on RCF removal.
• Expanded use of wheel impact load detectors (WILDs) to reduce high impacts.
• Better compliance with rail wear limits.
• Better welding practices in both plant and field.
• Better rail steels.
Non wide-gage track geometry derailments—cause codes T101 (cross level at joints), T102 (cross level not at joints), T103 (surface profile), T106 (superelevation), T107 (superelevation runoff)—have also seen a steady reduction since 2000. Wolf attributes this reduction to several technologies, many of them part of autonomous track inspection programs (ATIP) and others used in hi-rail applications. “At an FRA symposium several years ago, every railroad that reported their results of ATIP showed very positive reductions in the number of track defects,” he said.
It’s also important to note that geometry defects can and often do contribute to or precipitate other derailment causes, like broken rails and joint bars, track buckles, wide gage, and switch derailments, Wolf said. “Track geometry defects fundamentally alter wheel/rail conditions and internal rail stress; the cause of a switch derailment might, in reality, be a mud spot 50 feet away causing a twist or warp defect.”
Continuing the downward trend of geometry-caused derailments means further embracing proven and emerging technologies and practices, he said. “The continued deployment of ATIP is necessary; the FRA needs to re-institute the waiver process to incentivize ATIP investment and innovation.” He also praised the use of
big-data-driven algorithms and AI to categorize, prioritize, and even predict defect development and remediation.
The list of successes in derailment reduction is long, and the data reflects it. But, Wolf said, there are pain-points that remain. “Broken and sheared spikes continue to be a problem in certain areas.” These are particularly prevalent in areas with high traction and dynamic braking effort, in sharp curves, and
particularly in track with wooden ties. Curve elevation is another area ripe for optimization. The increased prevalence of longer trains means that curve speeds now may be slower than they were five years ago, Wolf said; “you need to keep an eye on what your actual train speeds are—not what the timetable says—and ensure that your curves are elevated properly.”
“I’m a huge proponent of friction management. If you can dial in your [gage-face] lubrication and TOR [friction modifiers],
you’re going to see a 30%-40% reduction in lateral curving forces,” he said; this is on top of proven benefits to reductions in rail wear, RCF development, and tie plate cutting. Unfortunately, siloes still exist in railroad budgets, and this can cause squabbling when it comes to who pays and who benefits from friction management programs. “It’s outrageous. We have to find a way to incentivize all parties in the rail system.”
Attributing derailments to the proper root cause requires ongoing effort. Too many so-called wide-gage derailments are in fact mechanical or operational in nature. It’s important to pay closer attention to factors like wedge rise, side bearings, truck warp, hollow-worn wheels, as well as train handling and in-train forces (buff and draft); “don’t just look at the ties and call it a day,” Wolf said.
Despite the various cause codes and the many track and mechanical issues that can contribute to a derailment, it’s important not to ignore the human component. Failure to inspect, failure to find a defect, failure to repair it or properly resolve an issue, even failure to provide adequate capital and budget—these, too, all contribute to derailments, Wolf said. This is why he prescribes a multi-prong approach to continuing the trend of decreasing derailments. It’s an undertaking that requires the synthesis of human, technological, operational, managerial, and regulatory action.
The same industry-leading equipment as a traditional MobileWelder® with a battery-powered welder head
William C.
Railway Age
David C. Lester
Railway Track & Structures
Kevin Smith International Railway Journal
Railway Age, Railway Track & Structures and International Railway Journal have teamed to offer our Rail Group On Air podcast series. The podcasts, available on Apple Music, Google Play and SoundCloud, tackle the latest issues and important projects in the rail industry. Listen to the railway leaders who make the news.
October 15 & 16, 2025
Hyatt Regency Schaumburg Schaumburg, IL
Women in Rail 2025 is a must-attend event, highlighting diverse experiences and practical strategies for moving the industry forward.
The third annual conference features dynamic panels, a celebratory awards luncheon, and the chance to network with a wide-reaching group of like-minded rail professionals.
Join Us For:
• Leadership Journeys in Short Line, Transit, Freight & Engineering
• Railroading Heroes
• Commanding the Track: Your Leadership Toolkit
• Executive Edge: Branding, Negotiation & Presence
Supporting Organizations
• Trackside Impact: Environment & the Community
• Allyship to Action: Maintaining a Culture of Belonging
• Railway Age Women in Rail Awards
• RT&S Women in Railroad Engineering Awards
Long-time readers know that RT&S presents a Ballast Maintenance Vendor Spotlight twice year, in March and August. Because ballast is such a critical component of the right-ofway, we believe that it’s important to offer this feature more frequently than our others. This month, we have updates from six ballast maintenance companies that showcase their latest products and services.
RELAM (Railway Equipment Leasing and Maintenance) is a prominent Maintenance of Way (MOW) company, with strategically positioned repair facilities across North America, and a wide selection of track equipment and Hi-Rail vehicles available for lease. The company offers affordable, late-model machines, reducing transportation costs and ensuring quick access to essential assets.
RELAM offers ballast regulators from Knox Kershaw, Kershaw, and Nordco that double as snow fighers, keeping tracks clear in any weather. Inventory includes Knox Kershaw series 860, 925, 940, Kershaw 46 Series, 4600, and Nordco M7, available yearround. RELAM also supplies new, rebuilt, and remanufactured Harsco tampers (6700, Mark IV) and track stabilizers (Harsco TS-30 HD, Plasser PTS 90C).
Track maintenance is crucial for safety and efficiency. RELAM also provides turnkey operations for track cleaning, featuring the Mineral Products, Inc. (MPI) multipurpose 6260 Yard Cleaner. This versatile machine can tackle a range of tasks, from snow removal to ice grinding and track/yard brooming and cleaning. For quotes, you may contact quotes@relaminc.com.
Pettibone offers the Speed Swing 445F2, which is a versatile machine that utilizes numerous rail maintenance attachments, including a handful that are designed for efficient ballast work.
A track cleaning bucket can be used to clear excess ballast as the machine travels on the rails. The Speed Swing can also use a switch broom to sweep switches and remove ballast and debris from the area.
For rail crossing maintenance, the Speed Swing often uses rail mat tongs to place mats, followed by a general-purpose bucket for scooping and laying down ballast where needed. When equipped with an AAR car coupler, a Speed Swing can also pull ballastfilled rail cars.
The Speed Swing 445F2 is powered by a 163-horsepower Cummins Tier 4 diesel engine and includes a 49-gallon fuel tank, a 29% increase in capacity over the previous
model. Offering a maximum front load capacity of 10,000 pounds and maximum side load capacity of 8,000 pounds, the 445F2 features 180-degree boom rotation. The Speed Swing can travel up to 25 mph on Hi-Rail and 20 mph with all-terrain rubber tires.
Knox Kershaw offers the KBR925, engineered for ballast work on all track types. Its integrated plow and wing system transfers ballast from shoulder to shoulder in a single pass, leaving one shoulder perfectly profiled. Equipped with a standard reversing valve, it can easily clear ballast from switches and grade crossings.
The upgraded KBR925 provides a 130-gallon hydraulic tank relocated to the front for improved weight distribution. Its sloped fuel tanks with integrated steps enhance cab access, while the ballast wing is designed to use a consistent grader blade throughout for superior efficiency.
The KBR925 offers the optional Plus+1® System, which automates key functions for more seamless operations and features a touch screen for monitoring system functions. The system is also available as an option on the KSF 940 and is standard on the KKA 1050, KTC1250, and KPB200 models.
which is engi-
Because ballast is such a critical component of the right-of-way, we believe that it’s important to offer this feature more frequently than our others.
neered for strength, precision, and railspecific performance. The company and
its customers have found it to be a proven solution for demanding material handling jobs. This vehicle features a 23’-25’ telescopic straight boom with a 1,250 lb. capacity at full reach.
Built on a 22’ heavy-duty platform body with an AR500 abrasion-resistant floor, the Spec 755 offers great durability. Operators benefit from top-seat joystick controls, continuous rotation, and a DC 12/24 magnet system with a 32” lifting magnet. A versatile grapple, available in bypass or butt configuration, handles a wide range of materials with ease. Fully rail-ready, it includes hydraulic gear, FRA inspections, LED lighting, and optional add-ons like remote creep drive, shunt systems, and tool circuits.
The Spec 755 is backed by in-house manufacturing. Custom Truck controls quality and lead times, delivering purpose-built equipment faster. For turnkey rail solutions, visit them at www.customtruck.com.
Miner Enterprises’ AggreGate® line of ballast outlet gates, control systems and accessories are suitable for both retrofit and new car fleets. Miner’s solar-powered standalone electric AggreGate is revolutionizing how railroads are bringing more efficiency
and flexibility to their maintenance-of-way operations. Bringing solar power to each railcar within the ballast train enables independent operation of every car, eliminating the need for grouping manual and automatic cars. The remote-control system, with push button override, enables individual car and gate selection. Operators can effectively ballast inside, outside or both sides of the rail simultaneously.
The dual cylinder air-powered AggreGate is also available in either push button operation or remote-control from distances as great as 300 feet. The manual AggreGate is available for new or retrofit application for any open top hopper car. Spring tension holds the large, guillotine door in position at any opening for controlled flow of ballast.
Miner AggreGates are the most specified ballast gates in the industry. More than 7200 car sets have been sold into service since they first received A.A.R. certification. You may contact Miner at https://www.minerent.com/ Ballast/MOW/Outlets-Overview.php
Herzog points out that “As storm season rolls in, railroad infrastructure faces one of
its toughest annual tests. Heavy rains and flooding can quickly lead to track washouts, halting rail traffic and demanding rapid, effective repairs.” That’s where Herzog’s combination of the Automated Conveyor Train (ACT) and the Track Lifter comes in, providing railroads with powerful, fieldproven tools to restore service with speed, precision, and safety.
The ACT is built for high-volume, highprecision ballast delivery. With a 30-car consist and the ability to unload up to 50 feet from the track, the ACT reaches even the most compromised or inaccessible areas. Each car is equipped with an individual conveyor, giving operators the ability to unload in curves up to 13 degrees and to distribute a wide range of ballast sizes exactly where needed. During washout recovery, the ACT’s onboard automated plow strikes off material up to 15 feet in front of the cab, preparing the subgrade while minimizing the need for additional equipment and ground personnel. With only one operator required, safety and efficiency go hand in hand.
But restoring the surface is only part of the
equation. The Track Lifter plays a critical role by raising the rail and ties, allowing for full ballast placement beneath the track structure. This ensures a stronger, more stable foundation, especially important when water damage has compromised the integrity of the subgrade. By lifting the track in controlled segments, crews can rebuild from the ground up rather than just patching the surface.
Together, the ACT and Track Lifter offer a complete, coordinated solution for track washouts. Whether responding to emergency weather damage or reinforcing vulnerable sections ahead of future storms, these machines help railroads protect their infrastructure, reduce downtime, and keep freight and passengers moving safely.
When the weather turns, Herzog’s technology is ready to deliver the strength, speed, and reliability railroads need to meet the moment.
Loram focuses on targeting ballast maintenance and remediation projects at the root cause of issues that are impacting track geometry and infrastructure life. This starts with making data driven decisions to understand what underlying issues exist. GPR is
used to identify how fouled ballast is and where the ballast layers are located below top of tie. LiDAR is used to identify ditch locations and ballast deficiencies. With this data in hand, Loram works with their customers to determine if there are internal or external drainage issues within a track section or if there are issues with the subgrade material that is supporting the track structure.
When spot work is required, Loram’s LRV vacuum excavator is an excellent choice. These machines pair vacuum power with a manipulator that can apply 5,000 pounds of force at the tip of the nozzle, and the LRV is able to excavate even the most fouled and cemented ballast in hard-to-reach locations. In addition to excavating in tight clearances on ballast deck bridges, in tunnels and around switches and crossings, the LRV can perform mud spot undercutting and removal, cross drain or trench digging and drain cleaning. Because there are no moving parts associated with vacuum excavation, ballast can be removed from critical (and typically expensive) components without any damage.
Plasser American’s GRM 4000 marks the next generation in track maintenance machinery, embodying efficiency, flexibility, and operator-centered design. As a heavy duty production and switch tamping machine, it features a robust double tie tamping unit and eight individually controlled heads, ideal for handling complex track conditions like tight curves, skewed ties, switches, and variable tie spacing.
The GRM 4000 offers a modified design with a two-tie tamping unit to significantly increase the production rate and improved weight distribution designed to be transported by road trucks or flat cars. Enhanced weight distribution, an Automatic Geometry Guidance System (AGGS), and ATLAS tie locating tech ensures precision and consistency on the rails.
With a top travel speed of 35 mph and towing capability up to 40 mph, this 80,000 lb machine can produce up to 3,400 ft of tamping per hour, delivering powerful performance without compromising mobility. The GRM 4000 redefines rail maintenance efficiency.
Holland began deploying its latest MW1000-series MobileWelders into revenue service earlier this year.
David C. Lester, Editor-in-Chief
Maintaining rail welds is a regular part of railroad maintenance. This month, we have three rail weld vendors sharing the latest information about their products and services.
Holland produces over 250,000 in-track flash-butt welds annually, which requires more than just a large fleet of MobileWelders®. It takes a disciplined
preventative maintenance program and a continuous pipeline of innovation. Holland began deploying its latest MW1000-series MobileWelders into revenue service earlier this year. Engineered and built at Holland’s manufacturing facility outside of Chicago, each new unit contributes to maintaining Holland’s significant equipment uptime of over 98%.
While traditional MobileWelders continue
to play a key role in North American rail welding and maintenance, Holland has also introduced the Hybrid Welder—a batterypowered flash-butt welding system housed within the standard MobileWelder design, providing a cleaner, quieter, and more sustainable alternative.
When developing this unit, Holland’s research and testing demonstrated that slow bend testing, voltage control, and weld
consistency results were all equivalent to or better than results obtained from testing performed on welds made with a traditional system; hardness, heat-affected zone (HAZ), and overall equipment function were equal to those of current generatorpowered welding equipment.
Today, Holland has two Hybrid Welders working on Class I track in the US. The current design can perform approximately 20 to 25 welds per charge, plugging in to defect removal, joint elimination, and other welding crews, just like a standard MobileWelder. An updated version of the Hybrid Welder is currently in development, enabling faster charging and allowing the unit to perform 40 to 45 welds per shift. Additionally, it will feature multiple configurations for various in- and off-track applications.
RailWorks , a prominent North American rail infrastructure solutions provider, delivers best-in-class track services with award-winning safety performance standards. The multifaceted suite of track services includes track inspections,
track maintenance, large scale track rehabilitation, emergency repairs, track construction, rail grinding, undercutting, thermite welding, flash-butt welding, narrow gauge, and cog railways. These track services are provided throughout North America to all segments, which include freight, transit, streetcar, military, commercial, and industrial.
RailWorks has an expanding fleet of Narrow Head Flash Butt trucks equipped with a 70-ton weld head to add to the existing fleet of standard mobile welders. This head only requires 8.0” of clearance to perform a weld. This unique design allows RailWorks to safely make close clearance welds around the frog and switch points, which are usually done with thermite welds.
The trucks are equipped with a 25’ Hiab crane that maximizes the reach, allowing to weld both adjacent to or on track with fewer moves. These units operate with a standard Control System and remote monitoring, which allow for observation of real time weld data. When utilizing right conditions, RailWorks is seeing extremely
high production rates, which is lowering the capital expenditure for special track work.
Properly functioning track infrastructure is the sum of many parts, and even a small issue can cause a failure. These failures can impact safety, increase cost, reduce efficiency, and impact system reliability. By partnering with RailWorks, customers can be assured they are receiving quality track work and protecting the performance of their track infrastructure.
Orgo-Thermit® is a North American leader in Thermit® welding built on its quality, product innovation, and service. The company manufactures both of its Thermit® molds at its facility in New Jersey which makes them fully compliant with all Buy America requirements.
Orgo-Thermit® innovations include its patented Safe Start Crucible, eliminating the need for ignitors which makes the welding process safer. Their Thermit® 2.0 portion is the only Thermit® portion
BILL RIEHL AREMA President 2024-2025
August is finally here, and this marks my last letter as your AREMA President. These last twelve months have been fun driving the Headquarters Staff crazy as I constantly blow right past the article submission deadline. This month is no exception! Maybe incoming President Specht will be more respectful of deadlines and give the staff a reprieve. They certainly deserve it. I want to devote this last column to something close to my heart and that is the AREMA Educational Foundation. In case you missed it, and you probably did since we didn’t celebrate it, the Educational Foundation is 25 this year. Founded in 2000, the Educational Foundation was established not only to carry on the scholarship program that was started under the American Railway Engineering Association but to make other investments that promote educational and training activities in railway engineering. Obviously, the Educational Foundation is best known for the scholarship program. Since its inception in 2000, the scholarship program has awarded over one million dollars in 571 scholarships to both graduate and undergraduate students. For an organization of just over six thousand members, this is an incredible accomplishment and is a testament to the generosity of railroaders in general and AREMA members in particular. That said, I think there is more we can do to further this program. First, we need to move past the changes in 2020 that eliminated the individual committee scholarships. The program was an accounting nightmare and often resulted in committee leadership twisting arms to meet the scholarship funding
minimums. Second, we need to focus on the positive. Out of these scholarship winners, 96 have remained AREMA members. There are probably many more that have remained in the industry but there is no way to track that. While on this topic, I must pay tribute to the late Charley Chambers. Charley steered the scholarship program for years and was instrumental in developing the judging rubric that is still the foundation for the selection process today.
The Educational Foundation also has other high-impact successes. Most notable is railway engineering education support for academia through the Railway Engineering Education Symposium (REES). Born out of a Committee 24 – Education & Professional Development initiative in 2008, to expand railway engineering course content to ten new universities by 2010, this symposium is offered free to Professors along with some travel assistance. It is a great opportunity for them to learn about the industry, its resources, research opportunities, and most importantly, the network of industry and academic resources they can lean on to build a railway engineering curriculum. Attendees leave armed with ready-to-go coursework that they can fold into their programs or use as the foundation for new course offerings. As to the impact on the “10 by 2010” initiative, the first REES event in 2008 exceeded that goal and was the catalyst for the explosive expansion of student membership and chapters. There have been 8 REES events since 2008, and the next one is planned for 2026 in Minneapolis.
The AREMA Educational Foundation also has an international reach with the Watford Fellowship. This is a special educational initiative designed to provide early-career railroad infrastructure design professionals with an opportunity to gain exposure to international rail and transit design and operations. Delivered in partnership between the AREMA Educational Foundation and the U.S. Committee to the Watford Group of International Railway Designers, this fellowship supports participants with travel to and participation in the prestigious Watford Conference. Established in 1963 by British Railways, the Watford Group has encouraged the exchange of ideas and high standards in railway planning, structures, rolling stock design, and visual identity across more than twenty countries. To
learn more, I encourage you to listen to Season 2, Episode 11 of AREMA Platform Chats: “International Opportunities in the Rail Industry” where Walt Bleser interviews Thomas Cornillie, a former Watford Fellow and member of the U.S. Watford Committee, along with James Michel, a railway safety and risk management consultant. The 2025 Watford Conference is scheduled for September 24 – 27, 2025 in the United Kingdom. Stay tuned for information on the 2026 Watford Conference.
All of these successes are just the beginning of what the Educational Foundation can do. However, it takes ideas, time, and talent to make these programs go. If you have any suggestions on how we can better reach the future generation of railroad engineering professionals, we need to hear them. It’s easy to get involved. Simply seek out someone on Committee 24 and talk about your interests and ideas or submit a proposal to the Educational Foundation Board of Directors for a new education outreach opportunity. All ideas are welcome, and the ones with the highest probability of success might just get selected for action.
Of course, all of this good work cannot be done without the generous support of the Education Foundation donors. We cannot thank these donors enough for the good works they have already enabled. But the job is not done. Please remember the Educational Foundation for your continued support. Thanks to AREMA absorbing almost 100% of the operating costs; the Foundation is one of the very few charities where all funds raised go to the intended programs.
Here are a few reminders for the rest of this year: First, the Functional Group Competition is in full swing. Are we going to allow the Engineering Services Functional Group to retain their bragging rights into next year? Second, there are still openings for the Educational Foundation Golf Outing on Sunday at the AREMA Annual Conference & Expo in Indianapolis. Secure your spot now. Finally, scholarship applications for the 2026 program year are due December 12, 2025. Please get the word out to your colleagues. The threshold for awards is again set at $37,000 and will be increased as funding permits.
In closing, I have enjoyed my time as your 2024-2025 President, and I appreciate all you do for the Association and the industry.
AUGUST 21
Committee 12 - Rail Transit
Virtual Meeting
SEPT 9-10
Committee 15 - Steel Structures
Virtual Meeting
*Indianapolis, IN, in conjunction with AREMA 2025 Annual Conference & Expo
SEPTEMBER 13-14
Committee 24 - Education & Professional Development
SEPTEMBER 14
Committee 14 - Yards & Terminals
Committee 10 - Structures
Maintenance & Construction
Committee 11 - Commuter & Intercity Rail Systems
Committee 12 - Rail Transit
Committee 16 - Economics of Railway Engineering Operations
Committee 17 - High Speed Rail Systems
Committee 18 - Light Density & Short Line Railways
Committee 33 - Electric
Energy Utilization
Committee 5 - Track
Committee 40 - Engineering Safety & Training
SEPTEMBER 15
Committee 41 - Track Maintenance
Committee 13 - Environmental
Committee 35 - Information Technology
SEPTEMBER 17-18
Committee 38 - Information, Defect
Detection & Energy Systems
Committee 39 - Positive Train Control Indianapolis, Ind.
Committee 4 - Rail
Join a technical committee
SEPTEMBER 18
Committee 27 - Maintenance of Way Work Equipment
OCTOBER 2-3
Committee 8 – Concrete Structures and Foundations
Newark, NJ
OCTOBER 6
Committee 2 - Track Measurement and Assessment Systems
Pueblo, CO
OCTOBER 9
Committee 9 - Seismic Design for Railway Structures Virtual Meeting
NOVEMBER 12
Committee 28 - Clearances Virtual Meeting
Joining a technical committee is the starting point for involvement in the Association and an opportunity for lifelong growth in the industry. AREMA has 30 technical committees covering a broad spectrum of railway engineering specialties. Build your network of contacts, sharpen your leadership skills, learn from other members, and maximize your membership investment. If you’re interested in joining a technical committee or sitting in on a meeting as a guest, please contact Alayne Bell at abell@arema.org.
For a complete list of all committee meetings, visit www.arema.org.
How did your day job prepare you for your role as AREMA President?
As I have written in the past, my military career, railroad career, and AREMA involvement have all progressed simultaneously. All three have had a big impact on how I got here, but I have to say it’s been my AREMA involvement that best prepared me for this role. That said, without the support from Genesee and Wyoming and my boss, Jeff Watson, this would have been a lot harder to pull off.
What are your thoughts on the past year as president of AREMA?
This past year has been very rewarding both personally and professionally. AREMA is very diverse, dynamic, and just plain fun to be around. The growth opportunities are everywhere, and it has been interesting to help prioritize them
into actionable plans. I am excited about the upcoming Annual Conference & Expo in Indianapolis. SVP Jerry Specht in his role as Program Chair has built an exciting roster of content and I look forward to kicking it off.
Have you reached all the goals you set? Was there anything you wanted to do that you did not get around to or could not do?
My biggest goal was to see the revised strategic plan become the yardstick against which we measured all initiatives. So far, that has worked. The overall goal of the strategic plan was to keep AREMA relevant and I think we’ve done that. If we use member value as a metric, we have seen a continued emphasis on giving back to the volunteers whose time and talents are critical to moving the Association
forward. That job will never be finished, and I look forward to the time when AREMA is appealing to those front-line managers that don’t get the travel authority to participate at the national level.
What did you accomplish during your term in office? What are you most proud of having accomplished?
My term as President has been marked by a series of little wins for the organization. Probably the biggest was the opening of a seat on the Board of Governors to a nonrailroad employee. This is a major win for the consultant side of our membership. Some will argue it’s not enough, but a win is a win. We still need to work on reaching out and including a wider swath of the railroad engineering community. There are some 15,000 AREMA LinkedIn followers but only 6,000 members.
Where do you see the organization going from here? Five Years from now? Ten years from now?
I see growth opportunities around every corner. Take publications, for instance. They are our bread and butter. However, while all of our publications are print on demand, our manuals are still organized in the same way they were before the turn of the last century. We are looking at options and reviewing best practices to remain relevant and make our Manuals
the best they can be.
Likewise, our industry educational content offerings are very broad. AREMA sees an opportunity to work with the various associations in the industry to look at ways to bring a coordinated effort to many of our programs, not just for AREMA but the industry.
What do you see in the future for AREMA? What do you think AREMA needs to do in the future to succeed?
I see AREMA continuing to grow and gain relevancy in the Railroad Industry. AREMA sets the recommended practices for the industry at large. The other associations provide the solutions to meet those recommended practices. The only way we all succeed as an industry is to make sure we are all working together towards that goal. I see AREMA continuing to lead that effort to harmonize what we all do for the betterment of the railway industry at large.
During its last summer meeting, members of AREMA Committee 24 - Education and Professional Development - visited the MxV Rail Research Facility and test track in Pueblo,
Colorado, in order to gain a better understanding of the advanced railway research performed there. Led by President and CEO Kari Gonzales, MxV Rail, as a wholly owned subsidiary of the Association of American
Railroads (AAR), supports the North American railway industry’s co-operative research program known as the Strategic Research Initiatives (SRI). Committee 24 was able to walk along the test tracks on which MxV
Rail is advancing research capabilities and tools that support the long-term safety, reliability, resiliency, and efficiency of the North American railroads. Committee 24’s track and structures engineers appreciated seeing the crossing diamond and bridge up close at MxV Rail’s Facility for Accelerated Service Testing® (FAST) that combines full-scale rolling stock and track testing in a controlled loop track. In a typical year, its experiments accumulate 140+ million gross tons (MGT) and more than 20,000 train miles. Along its four distinct test tracks, each spanning multiple miles, a one-way low-speed (OWLS) crossing, and various bridge components, as shown in the first photo, can be tested in a real-world environment.
Besides walking the outdoors loop track, Committee 24 had the privilege of touring the indoor testing laboratories at Pueblo, as shown in the second photo. Between the outdoor test tracks and indoor laboratories, MxV Rail utilizes innovative technologies to perform research such as:
• Better detecting of defective wheels and broken rails.
• Evaluating the railway performance of new wheel and rail metals.
• Monitoring the performance and stability of new track structure materials.
• Comparing the performance of different crossties and rail fastening systems on the FAST test track; and
• Testing the safety and longevity of new
bridge structure designs and bridge deck materials.
Additionally, during the tour, the research staff showed the diversity of the research and training performed at the site, including taking the AREMA group to view the SERTC, or Security and Emergency Response Training Center. At the SERTC, Committee 24 was able to walk among the full-sized tank cars that have been placed in positions and angles as first responders might incur at a mainline train derailment. The facility’s tank cars have been equipped by staff to provide actual natural gas fires at tank car equipment locations for first responders to train to fight fires as realistically and therefore effectively as possible.
AREMA Committee 24 would like to thank the MxV Rail team for hosting an informative technical tour to the MxV Rail laboratories and test track. The tour was balanced well, showing both the cutting-edge technologies of the research lab and the practical, full-scale railway equipment being tested on the track outside. For many on Committee 24, this was their first trip to the AAR’s Pueblo, Colorado facilities after many years of interest in the work performed there. It was a trip that was well worth the wait, and all the AREMA members who took part thoroughly enjoyed the experience.
For more information about AREMA Technical Committees, please visit www.arema.org.
Get PDHs at your Own Pace with AREMA’s On Demand Education
Access to important professional development content is just a few clicks away with AREMA Education. Our On Demand content spans many disciplines of PDH accredited courses that allow you to get your PDHs by learning from experts online without leaving your office.
1. LEARN MORE
Studies show that participants learn more while taking On Demand courses as you can skim through the material you understand and take more time in the more challenging areas.
2. GET INSTANT ACCESS
With AREMA On Demand courses, you don’t have to wait to learn and get your PDHs as they’re available instantly after purchase.
3. CONVENIENT AND FLEXIBLE
Above all things, On Demand education is meant to take at your own pace and on your time. Study from anywhere in the world, whether from your office or the convenience of your sofa.
4. COURSE VARIETY
AREMA On Demand education offers a wide variety of topics for all studies of the railway engineering community.
Register and Start Learning today at www.arema.org.
BECOME A MEMBER AND SAVE
Not an AREMA member? Join today at www.arema.org and get discounts on all AREMA Educational Offerings, from Virtual Conferences to our Webinars.
2400 Enterprise Dr., Independence, KS 67301 Call 620-485-4277 or visit precisionrwy.com for more details
Let Precision remanufacture your non-functional, outdated 6700 into a fully functional 6700 with the latest technology. If you have an old, worn-out 6700 ta m per, we have your solution.
Ames Construction AREMA
Danella Rental Systems
DavRail
Herzog
Holland Co
Hougen Manufacturing, Inc.
Knox Kershaw Inc
Light Rail
Plasser American Corp
RailPros Inc
Railway Educational Bureau
RELAM Inc
Road and Rail
Women In Rail
MAIN OFFICE
JONATHAN CHALON Publisher (212) 620-7224 jchalon@sbpub.com
AL, KY, TN, CHINA
JONATHAN CHALON (212) 620-7224 jchalon@sbpub.com
CT, DE, DC, FL, GA, ME,MD, MA, NH, NJ, NY, NC, OH, PA,RI, SC, VT, VA, WV, CANADA: QUEBEC AND EAST, ONTARIO
JEROME MARULLO (212) 620-7260
jmarullo@sbpub.com
AR, AK, AZ, CA, CO, IA, ID, IL, IN, KS, LA, MI, MN, MO, MS, MT, NE, NM, ND, NV, OK, OR, SD, TX, UT, WA, WI, WY, CANADA: ALBERTA, BRITISH COLUMBIA, MANITOBA, SASKATCHEWAN HEATHER DISABATO (CHICAGO OFFICE) (312) 683-5026 hdisabato@sbpub.com
PHONE #
301-459-3200
561-743- 7373
817-201-0157
816-901-4038
708-672-2300
866-245-3745
334-387-5669
212-620-7200
757-543-3526
262-637-9681
402-346-4300
770-335-9273
502-495-6688
212-620-7200
E-MAIL ADDRESS
KenBrandt@amesco.com marketing@arema.org
SBolte@danella.com jalopez@davmarketing.com amcclain@hrsi.com sales@hollandco.com Info@trak-star.com knox@knoxkershaw.com www.railwayage.com/lightrail plasseramerican@plausa.com www.railpros.com bbrundige@sb-reb.com jroberts@relaminc.com www.roadandrail.com www.railwayage.com/womeninrail
AMERICAS, EUROPE, ASIA, AFRICA, AUSTRAL ASIA NORTH AMERICA - CT, DE, DC, FL, GA, ME, MD, MA, NH, NJ, NY, NC, OH, PA, RI, SC, VT, VA, WV, AND EASTERN CANADA. EUROPE EXCEPT GERMANY, AUSTRIA, GERMAN SPEAKING SWITZERLAND, EASTERN EUROPE, ITALY, AND ITALIAN-SPEAKING SWITZERLAND. ASIA EXCEPT JAPAN AND CHINA. JEROME MARULLO (212) 620-7260 jmarullo@sbpub.com
GERMANY, AUSTRIA, GERMAN-SPEAKING SWITZERLAND, LATVIA, LITHUANIA, ESTONIA, POLAND, CZECH REPUBLIC, SLOVAKIA, HUNGARY, SLOVENIA, CROATIA AND SERBIA SIMONE AND SIMON FAHR
Breitenbergstr. 17 Füssen 87629
Germany
Tel: +49 8362 5074996 sfahr@railjournal.com
ITALY, ITALIAN-SPEAKING SWITZERLAND
DR. FABIO POTESTA
Media Point & Communications SRL Corte Lambruschini
Corso Buenos Aires 8 V Piano, Genoa, Italy 16129
+39-10-570-4948
Fax: +39-10-553-0088 info@mediapointsrl.it
JAPAN
KATSUHIRO ISHII
Ace Media Service, Inc. 12-6 4-Chome, Nishiiko, Adachi-Ku
Tokyo 121-0824
Japan
+81-3-5691-3335
Fax: +81-3-5691-3336 amkatsu@dream.com
IRJ PRO AND CLASSIFIED ADVERTISING SALES
JEROME MARULLO (212) 620-7260 jmarullo@sbpub.com
Reader Referral Service
This section has been created solely for the convenience of our readers to facilitate immediate contact with the RAILWAY TRACK & STRUCTURES advertisers in this issue. The Advertisers Index is an editorial feature maintained for the convenience of readers. It is not part of the advertiser contract and RTS assumes no responsibility for the correctness.
By David C. Lester, Editor-in-Chief
The ink on my June 2025 “From the Dome” column was barely dry when we heard that Union Pacific and Norfolk Southern had been involved in merger discussions for several weeks. CSX CEO Joe Hinrichs has said that CSX is open to any opportunities that would improve shareholder value and grow the railroad’s traffic. For now though, CSX is focused on operation, infrastructure projects, and making CSX the best it can be. So, at this writing, that’s where we stand. NS and UP seem to be in serious discussion, and CSX is waiting for someone to come calling. By the time you read this, fresher headlines will likely have hit the papers.
Frankly, I’m surprised that merger talk has broken out now. As I said in my June column, Class Is currently face a lot of challenges, including service quality and shipper perception (or observation) that railroads are difficult to do business with. Moreover, they’re facing the prospect of a hard-fought campaign to gain Surface Transportation Board (STB) approval should they decide to merge. My conclusion in June was that “transcontinental mergers will likely occur; it’s just a matter of when.” But, I don’t think a lot of folks thought that “when” meant “now.”
Nevertheless, we have a much different focus and landscape for the rail industry than we did a couple of months ago. From what I can tell, most industry analysts and observers believe these mergers will happen sooner than we think, although a lot can happen beforehand. For example, UP and NS may not be able to come to terms, meaning that UP may ring the phones in Jacksonville to see if CSX is interested. Everyone correctly assumes that if UP+NS is announced, then BNSF+CSX would follow soon. Indeed, TD Cowen rail analyst Jason Seidl said that if the STB approves one merger, they’ll be approving two. Having one transcontinental railroad and two regional Class Is would not make any sense. We have four Class Is in the United States. If two become one, then the remaining two
will also become one. Then, we’ll have two — brilliant!
It is well known that when BNSF and CN tried to merge just after the turn of the century, shippers and regulators were still smarting from the service meltdowns caused by several high-profile Class I rail mergers in the 1990s. The STB decided to stop any more merger-induced problems for the industry and the economy in the shortterm, so it put a 15-month moratorium on rail mergers so it could write new merger rules, referred to as the “2001 rules.” When the CPKC merger was under consideration, the STB used the pre-2001 set of rules when deciding to approve the merger, so the new 2001 rules have never been used for evaluating and deciding on a merger. Given the size and impact of transcontinental mergers, the 2001 rules would assuredly be the basis for deciding these, which adds to speculation of some that merger approval may be even more difficult than in the past.
While shippers would benefit from single-line service offered by transcontinental carriers, they would ask for some merger concessions as well, with the most prominent being reciprocal switching. Reciprocal switching, generally speaking, describes a process where a customer (either shipper or receiver) is only served by one railroad.
And, if this customer is located along and served only by, say, BNSF, (a situation described as the shipper being “captive”) but wishes to send their shipment via Union Pacific, then BNSF would move the shipment from the customer’s facility to the tracks of Union Pacific for the line-haul movement and possible delivery to the receiver, depending on the terms of agreement. The STB ruled in 2024 that a shipper may petition the agency requesting a reciprocal switch. However, the U.S. 7th Circuit Court of Appeals “vacated” this rule in July, so reciprocal switching will definitely be on the table of any merger discussions.
One opinion I have about the “final round” of mergers is that I’d prefer to see
BNSF+NS and UP+CSX because I think these pairings would be better fits, and I’d rather not disclose my reasoning.
However, in a recent Railway Age news post, Jason Seidl of TD Cowen discussed the thinking of Farrukh Bezar, a former Senior Vice President and Chief Strategy Officer at CSX. According to Seidl, “Both Eastern Class I’s are good fits for Union Pacific, but Bezar sees Union Pacific/CSX as slightly better on fundamentals. Network alignment on the carload (bulk/merchandise) franchise between Union Pacific and CSX is notable, and a single-line network would enable service improvements. Additionally, Union Pacific’s strong leadership under CEO Jim Vena (whom Bezar praised) and operational performance would be a significant asset to a consolidated industry. Bezar did not rule out the possibility of a Union Pacific/CSX combination ultimately prevailing given the fundamentals but noted that other intangible factors such as cultural compatibility play a key role in deal formation.”
Perhaps a less important, but equally interesting, topic is what would the new railroads be called? For example, as far as I know, Union Pacific has never merged with or acquired another railroad when Armour Yellow paint and UP lettering didn’t swallow the other carrier’s locomotives. So, if UP+NS occurs, would NS Black become UP Armour Yellow? Based on previous mergers, it’s hard to speculate on how leaders would identify the railroad resulting from BNSF+CSX.
Needless to say, the next several months, maybe even two to three years, will be very interesting, both from the standpoint of whether merger partners will come together, and if they do, which merger partners will come together. If these come to fruition, perhaps, we’ll finally realize the benefits of true single-line service. My only regret is that I believe merger focus will distract from efforts to improve service quality and the other needed changes to get our current four U.S. Class I houses in order.
