RTS February 2022

WINTER MAINTENANCE

SNOW COVERED WITH WINTER IN FULL GEAR RAILROAD CREWS NEED TO KEEP WORKING TO MAINTAIN THE LINE

FEBRUARY 2022 | WWW.RTANDS.COM

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February 2018 // Railway Track & Structures 1

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CONTENTS

February 2022

8

COLUMNS

DEPARTMENTS

3

On Track LA Metro request not a shoe-in

4

32

Last Stop ESG: Worthwhile or waste of time?

25

On the Cover BNSF clears snow off the tracks. Photo courtesy of BNSF.

30 31 31

TTCI R&D Effects of track gage variation on rail performance AREMA News Message from the President, Getting to know, and more Classifieds Advertiser Index Sales Representatives

8

Legging it out Key rail projects across the U.S. make significant progress

12

Polished version Milling machine takes on Toronto subway rail with new technology

16

20

From cold to colder Freezing temperatures and precipitation play havoc with moving trains over the road Follow Us On Social Media @RTSMag

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FEATURES

20

Working hard behind the scenes The right hi-rail vehicle can make or break a railroad’s fluidity

February 2022 // Railway Track & Structures 1

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ON TRACK

LA Metro money request not a shoe-in VOL. Vol. 118, 115, No. NO.26 Print ISSN # 0033-9016, Digital ISSN # 2160-2514 EDITORIAL OFFICES 20 South 3680Clark Heathmoor Street, Drive Suite 1910 Chicago, Elgin, ILIll. 60124 60603 Telephone Telephone (312) 630-336-1148 683-0130 Website Fax (312) www.rtands.com 683-0131 Website www.rtands.com BILL WILSON Editor-in-Chief BILL WILSON wwilson@sbpub.com Editor-in-Chief wwilson@sbpub.com DAVID C. LESTER Managing KYRA SENESE Editor dlester@sbpub.com Managing Editor ksenese@sbpub.com CORPORATE OFFICES 88BOB PineTUZIK Street New Consulting York, N.Y.Editor 10005 Telephone btuzik@sbpub.com (212) 620-7200 Fax (212) 633-1165 CORPORATE OFFICES ARTHUR 55 Broad J. MCGINNIS, St 26th Fl. JR. President New York, and N.Y. Chairman 10004 Telephone (212) 620-7200 JONATHAN CHALON Fax (212) 633-1165 Publisher ARTHUR J. MCGINNIS, JR. MARY and CONYERS President Chairman Production Director JONATHAN CHALON NICOLE D’ANTONA Publisher Art Director MARY CONYERS HILLARY COLEMAN Production Director Graphic Designer NICOLE D’ANTONA MAUREEN COONEY Art Director Circulation Director ALEZA LEINWAND MICHELLE ZOLKOS Graphic Designer Conference Director MAUREEN COONEY CUSTOMER SERVICE: 800-895-4389 Circulation Director Reprints: PARS International Corp.

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

I

keep telling my 11-year-old that the reason why is because Kobe Bryant is dead.

I do not think it’s getting through to him.

Both he and my 16-year-old male copy are active in basketball ... and shoe purchasing. Now there are websites out there that sell old models of the feet enhancements, which means you can get a 2015 Kobe Bryant model at the right price.

Since they are no longer in production due to his untimely passing, that right figure is rightfully high. One day I’m being told a pair is going for $300, and two days later it has spiked to $600. Larger sizes tend to be more expensive than smaller sizes. You know, supply and demand, capitalism, wallet buster, college fund extractor. It just so happens my two boys have golden feet in terms of size. Unfortunately they are not worth anything.

I keep telling my son he needs to pick among the live models, those that are still in production. I then proceed to tell him again about how the market works, and why I refuse to pay for shoes that are more than $200. Either he is not ready to understand the difference between a bull or a bear, or he simple does not care. They are both just animals to him.

The state of California recently announced it is sitting on a mountain of cash ... so high I’m surprised it doesn’t have a snow cap. The total is $46 billion, and LA Metro has some expensive items on its wish list. Like rare sneakers, some of these projects have been buried alive for years due to a lack of funding. They are more expensive now ... and the price is fluid. Waiting longer could create a 50% markup. LA Metro is wishing for $16.5 billion.

However, it is not clear how much the state of California is willing to give to the transit agency. The hands looking for a handout are many.

The one project that was creating a buzz in late January was the Foothill Extension of the Metro Gold Line, or L Line. It is expected to cost $670 million to connect Pomona to Claremont. The project was first given life as a possibility back in 2009, but rising material and labor costs have kept it on the back burner.

Other projects in the $16.5 billion request

by LA Metro are: • The L Line Eastside Extension, Phase 2, from eastern terminus in East L.A. to Lambert Road in Whittier; • The East San Fernando Valley Transit Corridor that would run along Van Nuys Boulevard and East San Fernando Road; • The C Line extension from Redondo Beach to Torrance; • The Inglewood Transit Connector Project; • The Sepulveda Transit Corridor; and • The West Santa Ana Branch Transit Corridor.

With President Biden recently signing at $1.2 trillion infrastructure bill, I am wondering just how much unicorn money LA Metro will receive. It’s already in line to receive a good chunk of federal cash.

Heck, I would be the first to agree the agency should get every penny it’s requesting, but politically that is just not realistic.

Adding to the sensation is the agency’s prep work for the 2028 Summer Olympic Games. Could we see the full $16.5 B, or something around $7B or $8B? I think it will be even lower than that, putting the odds-on favorite at about $4 billion. I am not an expert by any means, just an observer the last 20+ years. Right now I just hope Michael Jordan stays alive for a little while.

BILL WILSON Editor-in-Chief

Railway Track & Structures (Print ISSN 0033-9016, Digital ISSN 2160-2514), (USPS 860-560), (Canada Post Cust. #7204564; Agreement #40612608; IMEX P.O. Box 25542, London, ON N6C 6B2, Canada) is published monthly by Simmons-Boardman Publ. Corp, 88 Pine Street, 23rd Floor, New York, NY 10005. Printed in the U.S.A. Periodicals postage paid at New York, NY, and additional mailing offices.

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February 2022 // Railway Track & Structures 3

TTCI R&D

Effects of track gage variation on rail performance A focus on how rail holds up at 383 million gross tons Ananyo Banerjee, Ph.D., Principal Investigator I Yuqing Zeng, Principal Investigator II David D. Davis, Senior Scientist (Retired) Joseph A. LoPresti, Scientist (Retired) Transportation Technology Center, Inc.

S

ince 2016, Transportation Technology Center, Inc., (TTCI) has been studying the influence of track gage on rail performance in a 5° curve of the High Tonnage Loop (HTL) at the Facility for Accelerated Service Testing (FAST). This article reports the results of testing different track gage dimensions on rail performance at 383 million gross tons (MGT). Intermediate strength (IS) rails, all from the same manufacturer and with an approximate 350 Brinell hardness number (BHN), were used for this test.

The nominal track gage for the railroad industry is 56.5 in. Current Federal Railroad Administration (FRA) regulations for Class 3 and Class 4 tracks limit track gage to a 56-in. minimum and a 57.5-in. maximum for Class 4 and 57.75-in. maximum for Class 3. The aim of this track gage variation test, therefore, was to analyze the effects of both a narrow gage (56.25 in.) and a wide gage (57 in.) on rail wear and defects.

Results of similar testing at 187 MGT1 were published in the February 2020 issue of RT&S. This test was designed to observe the effects on rail performance when gage widening occurs and to examine how the wheel-rail interaction can affect track conditions and rail performance.

Preventive grinding was completed three times between 187 and 383 MGT. Pre-grind and post-grind rail profiles were measured before and after each grinding process. The wide gage zone was found to have increased up to 57.4 in. in some locations, and this zone was close to the FRA 4 Railway Track & Structures // February 2022

Figure 1. Change in measured track gage at start of test (0 MGT) and before/after re-gaging at 383 MGT.

regulation cited above at 383 MGT. After 383 MGT, the wide gage zone, and part of the transitioning zone at FAST, was re-gaged to a nominal gage of 56.5 in.

Gage widening was observed in both the narrow and wide gage zones. Figure 1 shows the change in gage over time. The green line indicates the initial gage when the rail was laid over the entire 792 ft of test zone. The red line shows gage measurements at 0.4- to 0.6-ft intervals across the entire test zone at 383 MGT. The black line represents the track gage after re-gaging was completed at 383 MGT. The measurements reported on the left of the vertical blue line are mostly for the original narrow gage zone—this zone was not re-gaged. The measurements to the right of the blue line were taken after the zone was re-gaged to nominal gage. The difference in the median track gage values at 0 and 383 MGT shows that the narrow gage zone widened by 0.386 in. and the wide gage zone widened by 0.202 in. This difference indicates there was almost twice as much gage widening in the narrow gage zone as there was in the wide gage zone during the test and before re-gaging.

Rail wear Preventive grinding at FAST is done from the field corner to the gage corner of the rails to reduce rolling contact fatigue

(RCF) and spalling. Since preventive grinding was done with the same grinding patterns and the same number of passes in both the narrow and wide gage zones, the total metal loss shown in Figure 2a indicates higher wear in the low rail of the narrow gage zone. The high rail vertical metal loss was similar between the narrow and wide gage zones, as shown in Figure 2b. Figure 2c shows natural wear on the gage face of the high rail with higher wear observed in the narrow gage zone using a 0.05 level of statistical significance. Gage face wear, however, was a minimal contributing factor to the gage widening observed in both the narrow and wide gage zones. Gage wear on the low rails was minimal in the 5° curve. The high rail in this 5° curve had gage face but no top-of-rail lubrication, while the low rail had top-of-rail but no gage face lubrication.

Gage corner shells Fatigue-generated shells were observed in the gage corner between 187 and 383 MGT on the high rails. Eleven shells formed in the wide gage zone, while one shell formed in the narrow gage zone.

Since the first four shells were formed on one 80-ft-long piece of IS rail, the effects of rail metallurgy on shell formation were rtands.com

TTCI R&D

(a)

(b)

(c)

Figure 2. Vertical metal loss of (a) low rails and (b) high rails, and (c) gage wear of high rails.

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investigated. The rail manufacturer did a thorough metallurgical analysis of the rail steel surrounding the first three shells, but no irregularities were detected.

Consequently, the analysis focused on the intended variable of track gage.

Figures 3a and 3b show examples of the two of the seven shells that were removed for analysis. The morphology of the shells was similar in all cases, with the fatigue initiation point appearing inside the rail at 0.3 to 0.5 in. and perpendicular to the gage corner. Fatigue marks occurred as concentric rings surrounding the defect initiation point. Wheel profiles were measured for the three locomotives and a sample of 11 coal cars of the FAST consist, then analyzed for wheel-rail contact stresses using TTCI proprietary software packages NUCARS and VTProfile software. Since the wheel profiles of the FAST train are fairly uniform, the profiles for the three locomotives and 11 cars were considered representative of the entire train. For analysis, rail profiles were measured at 330 MGT before grinding and at 344 MGT after grinding.

The analysis of wheel-rail contact stresses was done considering lateral displacements in increments of 0.01-in. for all simulated wheelsets. Figure 4a shows a 3-D plot of the wheel-rail contact stresses at 330 MGT for the wide gage zone. The z-axis represents the frequency of contact, the y-axis the nominal contact stress, and the x-axis the lateral position of the rail head where the wheel is possibly making contact. The dotted red line shows the approximate location of the gage corner where the frequency of contact has multiple high peaks in the range of 100 to 300 ksi. Wheel-rail contact also was observed in the range of 500 to 600 ksi.

Predicted stress values in excess of the material strength of the wheel and rail will result in plastic flow, but these values can be useful in indicating potential locations for crack initiation and propagation.

Similar observations can be seen in Figure 4b with the narrow gage zone, although this figure shows the frequency of contact is highest in the range of 100 to 200 ksi.

The frequency of contact on the high rail diminishes significantly between the field corner and the gage corner for both the narrow and wide gage zones.

The same wheel-rail contact stress analysis also was carried out with rail profiles at 344 MGT and measured after grinding. Previous FAST rail tests have February 2022 // Railway Track & Structures 5

TTCI R&D

Figure 3. Shells in (a) narrow gage zone and in (b) wide gage zone.

shown a delay in shell formation and longer rail life due to periodic preventive grinding at 60- to 70-MGT intervals. 2 Figure 5 shows that the frequency of contact at different nominal contact stresses on the gage corner changed before and after grinding for both the narrow and wide gage zones. At 330 MGT, in the 150-220 ksi range, the wide gage (blue line) had a higher peak and a broader distribution of contact frequency than the narrow gage (red line). After grinding at 344 MGT, the peaks reduced significantly for both the narrow gage (purple line) and the wide gage (yellow line), but the peaks shifted to higher stresses with frequency distributions spread over the wider range of 150-350 ksi as a result of the grinding.

It is important to note that Figure 5 shows the conditions for one train pass with the wheel-rail contact conditions averaged over three locomotives and at 110 times the average distribution of wheel profiles measured on 11 different cars. Fatigue defects like shells originate and grow due to repeated cycles of high contact stresses. As Figure 5 shows, the frequency distributions of wheel-rail contact at the gage corner shifted to higher stress ranges after grinding with wider distribution and higher peaks observed in the wide gage zone than in the narrow gage zone.

(a)

(b)

Figure 4. Wheel-rail contact stress distribution at 330 MGT for (a) wide gage zone (blue) and (b) narrow gage zone (red).

6 Railway Track & Structures // February 2022

Conclusions A four-year study on the effects of track gage variation on rail performance was conducted with one IS rail type. Gage widening was observed in both the narrow and wide gage zones. Both the wide gage rtands.com

TTCI R&D

zone and part of the transitioning gage zone were re-gaged back to the nominal gage at 383 MGT. Although periodic preventive grinding to reduce RCF removed seemingly equal amounts of metal across the entire test zone, vertical wear on the low rail was greater in the narrow gage zone than in the wide gage zone. Eleven shells formed in the wide gage zone, while only one formed in the narrow gage zone. The shells formed at the gage corner of the high rail. Computer analysis of wheel-rail interaction showed frequent high-stress contact events on the gage corner of the high rails for both the narrow and wide gage zones. Based on the track and operating conditions on this test, the wheel-rail interaction indications at the high rail gage corner after grinding were predicted to reduce in frequency but increase in stress magnitude. This predicted trend was more pronounced for the wide gage zone and may help explain some of the observed shelling results.

References 1. Banerjee, A., D. Davis, A. Klopp, &

Figure 5. Frequency of contact distributions at (a) 330 MGT before grinding and at (b) 344 MGT after grinding.

Y. Zeng. April 2020. “Effects of Track Gage Variation on Rail Performance: Results at 187 MGT.” Technology Digest TD20-001. AAR/ TTCI, Pueblo, Colo.

2. Banerjee, A. & J. LoPresti. March 2017. “Intermediate Strength Rail Test: Wear and Defect Analysis.”

Technology Digest TD17-005. AAR/ TTCI, Pueblo, Colo.

2022

rtands.com

February 2022 // Railway Track & Structures 7

2022 PROJECT PROGRESS

LEGGING

IT OUT

8 Railway Track & Structures // February 2022

Key rail projects across the U.S. make significant progress RT&S staff report

rtands.com

2022 PROJECT PROGRESS

A

ll projects have legs, but when there are X-rays involved it becomes a problem. Taking a closer look at a break costs more time and more money. The huge scale of rail construction make delays and cost overruns almost a foregone conclusion, but progress eventually wins in the end and today the industry is kicking up plenty of success.

In the January issue of RT&S (see Know anyone? p 11) updates were provided on some of the biggest transit projects in the U.S. This article provides progress reports on a few more critical projects.

RED AND PURPLE MODERNIZATION PHASE I

Photo Credit: Chicago Transit Authority

Chicago, Ill. $2.1 billion Status: First milestone complete

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Crews began building the Red-Purple Bypass in 2019 and service started back in November. The bypass carries northbound Brown Line trains over north- and southbound Red and Purple line tracks just north of Belmont Station, and work involved replacing an antiquated rail junction built in 1907 to connect the Brown Line to the Red and Purple lines. The new bypass is the first new, permanent mainline track to be added to the Chicago Transit Authority since the Orange Line opened in 1993. Now that the bypass is complete, work will begin on demolishing, rebuilding, and realigning the 100-year-old Red and Purple line tracks between Belmont Station and W. Cornelia Avenue. The Red and Purple tracks north of Belmont are more than a century old and contain a curve that slows train speeds.

The second portion of work includes rebuilding track structures and four stations between Lawrence and Bryn Mawr Red Line stations. The project began last spring.

Milestone 2 is substantial completion of the Lawrence to Bryn Mawr project, which is expected to happen by the end of 2024. Milestone 3 involves substantial completion of the Red and Purple Line Modernization Phase 1, which should occur in 2025.

NORTHWEST EXTENSION PHASE II Phoenix, Ariz. $401 million Status: 34% complete

Phase II of the Northwest Extension will

lengthen light rail west on Dunlap Avenue in Phoenix from 19th Avenue, then north on 25th Avenue and across I-17 on Mountain View Road with a terminus on the west side of the freeway near Metrocenter Mall. It involves 1.6 miles of track.

As of December 2021 two-way traffic was moved to the north side of Dunlap Avenue to accommodate utility relocations, road widening and track/station infrastructure. Construction on the Arizona Canal Diversion Channel bridge began in November 2021 and is estimated to continue through March 2022. The first phase of construction work, utility relocations, and roadway widening continues in various locations along the route. Additional bridge construction continues with work on both the east and west sides of the I-17 light-rail bridges.

Utility work is expected to be finished this summer and track and station installation will be the focus throughout the route during 2022.

HOWARD STREET TUNNEL PROJECT

Baltimore, Md. $466 million Status: Preliminary design of Howard Street Tunnel Project is complete The Howard Street Tunnel Project consists of vertical clearance improvements along CSX’s I-95 rail corridor to allow doublestack trains to travel between Baltimore, Md., and Philadelphia, Pa. The primary obstacle to double-stack service along this corridor has been the Howard Street Tunnel, a 1.7-mile-long railroad passage under the heart of Baltimore that was constructed in 1895. The Howard Street Tunnel and 21 other clearance obstructions along the route will be dealt with to allow for the double-stacking of railcars into and out of the Port of Baltimore.

Bridge replacements, bridge modifications, and track lowering will happen in the state of Maryland. Track lowering will occur in Delaware and Pennsylvania.

The current tunnel is a combination of three different styles. There is a mine section, a section that was cut and covered and then a more modern section, concrete box, towards the south end.

CSX is in the process of procuring a design-build firm and plans to select one in early second quarter of 2022. Construction should start soon thereafter. The project should be complete in 2025.

“The challenge with any mainline February 2022 // Railway Track & Structures 9

2022 PROJECT PROGRESS

under normal circumstances, and to have a significant construction project right in the midst of it will definitely be a challenge.

A rendering of Northwest Extension Phase II in Phoenix.

challenge will be coordinating the sufficient windows in the operation to make constructive progress.

“That’s a busy location in our network

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Photo Credit: Valley Metro

railroad project is competing for space,” CSX Chief Engineer, Bridges, Design and Construction, Ed Sparks told RT&S. “It is a very active and important rail line so the

Genesee & Wyoming KYLE Railroad track work According to Kenton Esbenshade, vice president of engineering for Genesee & Wyoming’s Western Region railroads, “there are some fairly extensive upgrades happening on G&W’s Kyle Railroad [KYLE] that runs across Kansas and into Colorado,” he told RT&S. Last year on KYLE’s 56-mile Solomon Subdivision, engineering teams welded 10 miles. Twenty miles of rail is the plan for 2022.

On KYLE’s Concordia Subdivision, crews will upgrade jointed rail to welded rail, allowing trains to operate at 25 mph for a large portion of the 65-mile stretch between Glen Elder, Kan., and Solomon, Kan. This route connects one of KYLE’s main grain customers to an interchange with Union Pacific, and when work is completed trip time will be cut from 6.5 hours to under three hours.

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RAIL GRINDING

POLISHED VERSION R homberg Sersa North America, an Austrian/Swiss rooted company, is currently operating a rail milling train in Canada with the Toronto Transit Commission (TTC) in the Toronto Subway. The machine was brought over from Europe and is manufactured by Linsinger, another Austrian firm. The technology has been in operation in Europe since the 1990s, along with Asia and the U.K., but is the first of its kind to be used in North America.

In the undercarriage of the rail milling train hangs fully automated rail cutting and polishing equipment complete with a quality control system to manage the entire process from start to finish, which can be completed, 12 Railway Track & Structures // February 2022

in many cases depending on the existing condition of the rails, with just a single pass.

Historically, and even today, rail maintenance consists of costly and timeconsuming replacement with new rails or ordinary grinding.

With this new-to-America technology, rails can be measured, milled, and polished for a fraction of the cost and in far less time. The result is the extension of rail life.

Safety and environmental safeguards also are built into the technology.

Chris Grill, product manager for Rhomberg Sersa North America, said that, “Milling is a clean, spark-free process, and compared to grinding it processes rails without transferring

any heat into the rail. Areas like wooden bridge structures, working in tunnels, and at grade along dry bushes or grassland is considered no problem.”

The TTC stated, “So far, we have been content with rail milling results and RSNA [Rhomberg Sersa North America] has provided great service. There are a number of benefits to rail milling including less dust, cleaner operation, a lower risk of fire and smoke, and in most cases it eliminates the need to pre- and post-wash the track bed. (The process) results in rail profiles that perfectly match the target profiles as long as the cutter heads come in contact with the entire top of the rail.” rtands.com

RAIL GRINDING

of the operation’s waste being deposited onto the rail bed.

With steadily growing demand in rail milling and stresses on budgets in a postCOVID era, it appears that the timing of this industry-leading technology could not have come at a better time for cash-strapped governments when tackling the burdens of infrastructure maintenance in North America.

Milling machine takes on Toronto subway rail with new technology

Vossloh Vossloh has stepped up its rail milling operations in North America. The VTM-compact milling machine has been successfully utilized on Class 1, light-rail, and high-speed rail networks throughout the past year. Thanks to the high material removal rates, even rails with deep cracks/defects or severe cross profile changes can now still be “saved” with optimum utilization of the wear reserves, thus avoiding early, cost-intensive rail replacement.

“By restoring rails to a defect-free condition, our customers can now move to a truly preventive maintenance,” said Brett Urquhart, managing director of Vossloh Rail Services North America. “Since we at Vossloh have the rail substance in mind, our top priority is as little removal as necessary. With our High Speed Grinding (HSG) technology, the occurrence or growth of rail defects can be reduced despite low material removal.

“The preventive approach features regular maintenance of the entire infrastructure at intervals of 1½ years. No problem, as rail processing is possible without removing switching equipment as well as requiring outages or track closures, thanks to operating speeds of over 40 mph. The grinding pattern remaining in the rail also reduces the noise

created at the wheel-rail contact area. As a result, with HSG we delay corrective, timeconsuming interventions, which enables us to offer a more efficient rail maintenance process compared to conventional grinding.”

In 2022, Vossloh will bring its first HSGcity grinding machine to the North American Market. The compact grinder is tailored to the specific requirements of regional and local transport networks. Initial deployments are already in the pipeline.

Loram During the pandemic, Loram was approached by a Class 1 railroad to bid rail grinding services against rail milling services for re-profiling and rehabilitating rail surface conditions on a newly acquired section of track. What made this project unique was the newly acquired track had been significantly neglected by the previous ownership. In fact, prior to the rail rehabilitation efforts, the railroad had scoped for the replacement of nearly 17 miles of track over the new territory due to the severity of the RCF. Ultimately, Loram was chosen as the preferred vendor for the project because it was deemed the safest and most cost-effective option. Loram used an RG400 Series 120-stone rail grinder to execute the over 200 miles of rail grinding, which included the 17 miles of track that was earmarked for replacement prior to rail grinding. After the rail grinding was complete, it was determined over 15 of the 17 miles of rail was able to be saved and was taken off the replacement list and netted the railroad a savings of over $4 million in rail relay cost avoidance.

This project was a great success story for

Photo Credit: Linsinger

By Bill Wilson, Editor-in-Chief

The cost savings are evident, as Grill stated, “A near condemned rail can be restored to its original profile, extending the life span of the rail by many more years rather than having to exchange the rail at high cost. In Britain, re-railing cost budgets were utilized to mill the rails at a fraction of the budget, prolonging the life of the rails by over 10 years.”

Grill also added, “With the ever-growing environmental restrictions set out by governments, milling contributes to lowering CO2 emissions by returning the steel chips and shavings from the operation into the production of new steel products,” due to the machine’s onboard waste collection system, and can be offloaded and trucked away, eliminating any rtands.com

Loram was approached to bid rail grinding against rail milling services.

February 2022 // Railway Track & Structures 13

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Orgo-Thermit, Inc., now offers the PLR Eddy Current system.

Photo Credit: Orgo-Thermit

both the railroad and Loram. The customer was able to successfully determine prior to the work which service was best suited for this unique project, and Loram was able to execute the work as planned to help save the customer millions of dollars over alternative options.

When asked about the rail grinding market, Loram said it performed as expected in 2021, especially in the Class 1 sector. However, COVID continued to create challenges in completing work. As for 2022, Loram sees signs of improvement with how it handled challenges caused by COVID and labor, and the market should perform in line with past year performances.

“We are all trying to do our best to get things back to normal, albeit a new normal,” Loram told RT&S. Orgo-Thermit Orgo-Thermit, Inc., a Goldschmidt company, is proud to offer the PLR Eddy Current system which is the perfect compliment to a grinding or milling strategy. This innovative system inspects for defects up to 3 mm deep in the rail including RCF. The intuitive software identifies the specific type of defects in the rail so that a comprehensive grinding or milling strategy can be developed based on the measurements taken while the grinding is being performed.

The benefits are the specific measurement of the required material removal to eliminate the defects as well as making sure that not too much material is removed in locations where it is not required. Both of these will help prolong the life of the rail to the benefit of the track owner. rtands.com

This Eddy Current system is offered either as a train-mounted system or as a walk-behind trolley and can measure from the gauge corner over the head of the rail. It has been used for years in Europe and will no doubt offer the same benefits to users in North America.

“In 2022 we expect to have another busy year and look forward to continuing our support of our customers, particularly those who we have long-standing relationships with,” Orgo-Thermit told RT&S. We are excited to use our proprietary Eddy Current system to support our grinding activities and give our customers more data to provide a complete rail grinding maintenance program.

“We expect the market will start to show improvement in 2022 as the impact of COVID hopefully is reduced and the transit agencies can take advantage of [federal funding]. The challenge is going to be still COVID and the potential impact it has on our workforce.”

Robel North America Corporation Robel North America Corporation (RNAC) manufactures a complete range of highquality profile grinders with the emphasis on safety and comfort for the operator.

The range includes switch grinders, rail head grinders, and zero point hybrid grinders with the option to set the stone height that prevents over grinding of the rail head.

The Robel 13.45 WBF head grinder has the ability to grind into the switch and point areas due to the universal guidance system.

The machine is powered by either straight gas engines or now a new 13.45MD E³, 300-watt hour battery.

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February 2022 // Railway Track & Structures 15 RA_JobBoard_1/3Vertical.indd 1

7/27/21 3:02 PM

WINTER MAINTENANCE

FROM COLD

W

inter and accompanying freezing temperatures, snow, and ice send a chill up the spines of railroaders who have to deal with all of this. Fortunately, there is a robust supplier market to provide equipment and services.

Thermon told RT&S that its crystal ball is a little hazy now, but given the importance of maintaining network velocity during harsh winter conditions, the company is forecasting demand

16 Railway Track & Structures // February 2022

comparable to 2021.

Thermon pointed out that infrastructure projects have not stopped, and new projects continue to come online, many of which require snow-clearing devices for switches and wayside inspection systems.

Thermon added that inf lationary pressures and extended lead times of component acquisition will remain a challenge in 2022. Utilization of nonpropriety controls and its extensive North American footprint has enabled the company to mitigate these factors to

date. To ensure that customers’ operations are not affected by delivery in 2022, Thermon has increased inventory levels to provide quality lead times for track switch heaters.

Travel restrictions have reduced faceto-face office and field meetings with customers, and the company has relied more than previously on online meetings, emails, and phone calls. Like everyone, the company looks forward to the end of the pandemic and a return to more normal business operations. rtands.com

Photo Credit: Pettibone

TO COLDER

WINTER MAINTENANCE

A Pettibone Speed Swing 445F snowblower in action.

Freezing temperatures and precipitation play havoc with moving trains over the road

By David C. Lester, Managing Editor

Progress Rail told RT&S that as it looks ahead in 2022, the company anticipates customers will continue to demand more value for money, increased productivity, and reliability.

Progress Rail stands ready to deliver on those concerns while developing innovative products for customers.

Thermon Thermon launched the new Hellfire 905 gas-fired hot air switch heater on Aug. 31 after two years of development, rtands.com

testing, and on-site customer trials. It is the industry’s most powerful and reliable heater, according to the company, intended for high wind and snowfall locations such as in the Midwest and harsh winter regions of the U.S. and Canada. The improved performance eliminates the need for switch covers in some applications.

The 5-hp, 3,600-rpm motor coupled with an aerodynamic impeller and inlet cone increases airf low by 50% to 3,000 standard cu ft per minute while maintaining the same quiet operation of 62 dBA at 25 ft and burner efficiency of 95%. Openings added to the burner profile plate allow bypass airf low while maintaining the ideal air velocity across the burner without compromising efficiency, f lame signal strength, or reliability.

When configured with Hellfire track duct systems, increased airf low provides greater point nozzle and track duct vent exit velocities and uniform heat distribution over the switch from toe to heel.

The exhaust f lange, gas supply pressure, burner, and many control components are downward compatible with existing Hellfire 900 or Mark 6 systems.

The Variable Frequency Drive option allows installation of the 905 in locations that otherwise can’t handle the in-rush current of direct startup.

Progress Rail Winter operations require planning and positioning resources and assets, and ensuring those assets are ready for the cold winter months by keeping them fully maintained and in top-notch condition.

Progress Rail has a range of products to help customers remain productive during the winter months.

The Kershaw Model 60 is a multipurpose machine platform suitable for use as a heavy-duty snow fighter.

It comes equipped with benching snow wings, a high output snow auger, and a high-speed V plow or four-season plow with flanges. The Model 60 can be transformed into a ballast regulator or a brush cutter to tackle a full range of MoW jobs in warmer months.

Progress Rail recently developed and delivered the first of its new-generation high-output snow fighters. This machine sports a 415-hp Cat C9.3B diesel engine coupled to upgraded drive train components, including a new power-shift

transmission with variable displacement traction pump and motor. The machine also incorporates all-new heavy-duty axles and can transmit 30% more tractive effort than previous models. The machine also is specially designed to deal with the most horrific winter weather, equipped to keep the operators comfortable and safe in the most severe conditions.

Reflective Apparel Ref lective Apparel, a manufacturer of a complete line of high-visibility apparel, has been boosting inventory in anticipation of global supply chain delays.

Ref lective Apparel has increased stock purchases by more than 20% above average due to the worldwide supply chain issues over the past six months.

While consumer products are often the focus of current supply chain news reporting, a delay in high-visibility apparel is a worker safety issue.

“We have been watching supply chain issues very closely. Our demand planners are working to ensure that we continue to have stock available so that both public and private organizations can keep workers safe with the proper highvisibility apparel,” said Scott Corrao, president of Ref lective Apparel. “We want our customers to know that we have inventory in stock, with ref lective X-backs, and tall and large sizes up to 8 XL. We have also started seeing a positive shift in buying patterns over the past few months, more reminiscent of a prepandemic economy.”

Management and employees often see lime/yellow or orange gear with shiny silver material and think it’s OK. But what they don’t realize is that the product may have lost color fastness or had ref lective material worn away or masked with dirt.

“Many organizations have had to prioritize specific PPE supplies over the past couple of years due to the pandemic.

But it is imperative that folks carefully inspect their hi-vis apparel and replace it if needed to help prevent workplace injuries and fatalities,” said Corrao.

Below are recommendations from Ref lective Apparel on ways to extend the life of high-visibility garments.

• Do not wash reflective apparel with garments that have a rough finish, such as jeans; • Wash garments inside out; • Avoid fabric softeners, which damage the February 2022 // Railway Track & Structures 17

WINTER MAINTENANCE

reflective tape; • Line dry reflective apparel instead of putting it in the dryer; • If you do machine dry, remove the garment as soon as possible to avoid excess heat, which damages reflective tape; • Do not wash reflective garments with other dark garments, which may reduce the intensity of the fluorescent color; and • Do not leave dirt on vests, which can diminish the intensity of the fluorescent color.

Thermon Hellfire 905 operating on mainline track in the Rocky Mountains.

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Federal Regulations

This reprint includes the FRA's Railroad Workplace Safety Standards addressing roadway workers and their work environments. These laws cover such things as: personal protective equipment, fall protection, and scaffolding for bridgeworkers; and training issues. Also includes safety standards for on-track roadway vehicles. Updated May 3, 2021.

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Photo Credit: Thermon

Track Safety Standards

Pettibone Pettibone’s do-it-all rail crane, the Speed Swing 445F, is available with an optional CreepDrive system from Poclain Hydraulics, which allows the Speed Swing to run high-flow hydraulic attachments.

The Poclain CreepDrive is a hydrostatic driveline motor, and clutching is available.

When the operator wishes to engage the CreepDrive, the Speed Swing’s mechanical transmission is placed in neutral. A display interface lets the operator raise and lower the engine RPMs, providing the

WINTER MAINTENANCE

necessary hydraulic flow—up to 33 gpm— to run high-flow attachments. At the same time, the operator can travel the machine forward or backward at slower speeds of up to 2 mph.

High-flow attachments compatible with a CreepDrive-enabled Speed Swing include snow blowers, power brooms, and others.

The Speed Swing 445F also is available with dozens of attachments that do not require CreepDrive, including an adjustable V-type snowplow, tote boom, trackcleaning bucket, load bucket, hydraulic tool circuit, magnet package, 20-ft extendable boom, fork frame, and many more.

Most attachments can connect to the machine with a standard pin-on connection or ACS quick coupler.

The Speed Swing 445F provides 180° boom rotation.

Its spacious, climate-controlled operator cab includes a digital IQAN display module, a full instrumentation panel, and precise, pilot-operated controls. Tinted safety glass and a rearview camera help ensure safe operation at all times.

NEW

A Progress Rail Winter Kershaw Model 60 clearing snow.

905

GAS FIRED FORCED AIR SWITCH HEATER

5 hp Fan Produces 50% More Air Flow and Velocity

Soft Start Option

Photo Credit: Progress Rail

Same Controls

High Efficiency 900,000 BTU/hr Burner

Aerodynamic Impeller = Quiet Operation

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CONTACT US TODAY to learn how the superior performance of the HF 905 can help keep your network velocity up and maintenance call outs down in even the harshest winter conditions. a degree above | www.Thermon.com February 2022 // Railway Track & Structures 19

HI-RAIL/TRUCKS

WORKING BEHIND THE HARD SCENES

The right hi-rail vehicle can make or break a railroad’s fluidity

S

ignificant efficiency improvements have been brought to the railroad by hi-rail vehicles. For the most part, they’re able to do their work independently, i.e., without the need for motive power or additional railroad cars. And in most cases, these machines can be operated by one person, which helps keep labor costs in check.

The past year brought challenges for the hi-rail and truck sector. However, there has been good and bad news in the market.

For example, Omaha Track told RT&S that 2021 saw strong demand for new equipment but the supply of parts and the labor market were very disruptive. Omaha Track’s significant challenges were COVID, supply chain issues, and labor shortages. Yet, the company believes that the supply chain will 20 Railway Track & Structures // February 2022

rebound in 2022 and it will be able to meet all product goals and have some of the topof-the-line equipment available.

Mitchell Rail Gear reported it saw a Q3 2021 slowdown but has had strong inquiries for 2022, so the company is optimistic about the coming year.

Gradall Gradall Industries has two railway Maintenance-of-Way machine models featuring faster maximum travel speeds on tracks to complement their highway speed travel advantages. Both equipped with Gradall’s Rapid Drive advantage, the models can be driven on rails from the upper structure operator cab at speeds up to 30 mph in either direction.

These machines have highway-speed

undercarriages, so when there’s an emergency repair needed, the operator can drive a Gradall machine to a rail crossing at 60 mph from the carrier cab and then quickly load it on rails, lowering the diversified rail gear from either the carrier or upper operator cab.

Once it’s on track, the machine uses the carrier’s wheels for mobility, with an operator cab switch to select Rapid Drive, for travel speeds up to 30 mph, or the work mode, for repositioning speeds up to 5 mph.

Those choices enable the operator to address and complete various jobs very quickly.

With a coupler and air brakes, Rapid Drive provides the ability to tow along a railcar for carrying materials, like replacement ties or riprap to and from the jobsite.

Railroads and contractors have a rtands.com

Photo Credit: Brandt Road Rail

By David C. Lester, Managing Editor

HI-RAIL/TRUCKS

A Brandt hi-rail loader prepared for work.

With customers from the Class 1, short line, contracting, and commuter segments, Custom Truck offers a line to cater to the specialized requirements found throughout the railroad marketplace.

Custom Truck One Source is the first true single-source provider of specialized truck and heavy equipment solutions, offering a vast rental fleet, new and used equipment sales, aftermarket parts and tooling supply, world-class service, customization and remanufacturing, in-house financing solutions, and reliable liquidity of aged assets through an auction. The equipment breadth, seasoned experts, and integrated network of locations across North America deliver vital service and efficiency to customers.

Omaha Track Omaha Track Equipment (OTE) is a onestop shop for construction and industrial equipment needs. The company specializes in custom building, fabricating, and maintaining all types of Maintenance-of-Way equipment and construction equipment.

Both new and used hi-rail equipment are available.

Omaha Track can custom build modifications to the hi-rail equipment that help with the efficiency of getting everything in the same time frame. The company has a dedicated engineering team to help you design, fabricate, and bring the idea to life.

Mitchell Rail Gear Mitchell Rail Gear offers hi-rail gear for both trucks and construction equipment.

Both trucks and construction hi-rail gear have particular engineering and marketing challenges because they ultimately fall under two different areas of responsibility with many railroads.

On the trucks side, Mitchell offers hi-rail gear for very small vehicles such as utility vehicles, and hi-rail gear for very large trucks. Over the past 40 years, Mitchell has been making rail gear and has learned a few lessons. If you want a truck to stay on rail, the hi-rail gear better have a way to selfcompensate so the truck doesn’t come off the rail with uneven track. Also, it’s hard to get a long wheelbase truck to go around a sharp curve and keep all the driving wheels on the railhead. Hi-rail gear also needs adjustability without a lot of work. In addition, rail sweeps are the catch and destroy; the rail sweep can get hung up on underbrush and steep inclines when driving on the right-of-way and can twist and destroy the hi-rail gear. The rail gear also needs grease fittings on the moving joints so the rail gear doesn’t prematurely wear out. Lastly, the hi-rail gear must be easy to install. Mitchell’s features with all its rail gear address these issues.

Mitchell’s most recent feature to make the rail gear for light vehicles easier to install is what the company calls “Easy Fit Hydraulics.” It is a pre-made assembly that bolts

Photo Credit: Industry-Railway Suppliers

considerable advantage given the speed at which railroads must address emergency repairs or the shorter track times typically available.

Custom Truck Custom Truck One Source offers an extensive catalog of hi-rail vehicles, providing customers with a line that satisfies each of their needs. Ballast work is integral to railroad construction, and the company is committed to delivering quality rotary dumps.

Equipped with a 14-ft 12- to 14-cu-yd elliptical body, the rotary dump proves a reliable solution for transporting ballast and other materials up and down the rail—the demolition-style bed contains AR450 steel. Body control is via proportional joysticks. rtands.com

Industry-Railway Suppliers Rosenqvist hi-rail plus EQ Axle .

February 2022 // Railway Track & Structures 21

HI-RAIL/TRUCKS

to the front rail gear and has the hydraulic power unit and all the hydraulic control valves and hand pump pre-mounted.

Hence, the installer only has to run two hydraulic hoses to the rear of the truck and one wiring harness. “Easy Fit Hydraulics” cuts days out of the installation time.

Another new feature is “180 Rail Sweeps,” which automatically rotate 180° to get out of harm’s way and significantly improve the approach and departure angles of the hi-rail gear truck. These small improvements have a big impact on the product’s operating, serviceability, and life cycle.

Mitchell offers guide wheel systems, friction drive rail gear, and hydraulic rail gear on the construction equipment side. With friction drive like installing on machines with rubber tires such as hydraulic excavators, they include extended outrigger legs to enhance stability on the rail. The hydraulic drive rail gear design enables travel at high speeds on rail for long distances.

One of Mitchell’s recent systems installed on a CSX John Deere 250 track excavator hi-rail traveled at top speed from Birmingham, Ala., to Montgomery, Ala., nonstop.

The hydraulic drive system has very easy controls, an enhanced braking system, and easy servicing.

Brandt Road Rail Brandt Road Rail designs and manufactures heavy-duty hi-rail equipment purpose-built 22 Railway Track & Structures // February 2022

for maximum on-track safety, reliability, and productivity in every application.

Brandt is well-known for building unique, customized solutions for the rail industry—like the highway-capable R4 power unit that delivers maximum power in every configuration. The company takes the same approach to hi-rail MoW equipment, delivering powerful solutions like the hi-rail loader that can rapidly adapt to any task at hand. The versatile backhoe loader gives you the power of an excavator and wheel loader in one and hi-rail excavators that can tackle any project.

The Brandt team of engineers customized hi-rail packages for John Deere base equipment to create seamlessly integrating high-quality solutions. When paired with spacious cabs with strategically placed controls for proper sightlines and hi-vis couplers to connect attachments rapidly, Brandt Rail equipment delivers results.

All hi-rail equipment from Brandt is built for easy maintenance and serviceability and supported by 56 coast-to-coast locations across Canada and worldwide.

Brandt also has a 24/7/365 Customer Support Center staffed by specialists who can troubleshoot, dispatch parts, and send out service personnel to get your operation back up and running faster.

Industry-Railway Suppliers, Inc. Industry-Railway Suppliers, founded in

1966, is the exclusive U.S. distributor of Rosenqvist/Pandrol machines and attachments and a leading North America distributor of AREMA track tools, abrasives, heavy railroad equipment, work equipment wear parts, and mechanical shop tools.

Rosenqvist has been designing, developing, and manufacturing rail handling solutions for over 30 years, and the equipment has assisted in the development of rail infrastructure in over 25 countries.

The latest Rosenqvist’s hi-rail attachment model comes with the EQ Axle system, and the company claims it is the most advanced bolt-on hi-rail attachment is available. The EQ Axle offers greater stability and traction than other wheel-set designs. The patentpending floating design of the EQ Axle ensures all four wheels are in contact with the rail at all times, vastly reducing the risk of vehicle derailment.

The EQ Axle enables the hi-rail machine to continuously self-adjust. It distributes the working load across four wheels, thus decreasing the overloading of an individual wheel and the subsequent risk of derailment. The load-bearing axles limit the force transmitted as work takes place.

The modular design of the EQ Axle is adjustable for multiple rail gauges. It is available in a two-speed hydraulic drive to all four wheels and with two-wheel or fourwheel drive or braking. The EQ can fit up to 20-ton excavators. rtands.com

Photo Credit: Gradall Industries

Gradall’s RapidDrive XL4130.

HI-RAIL/TRUCKS

Photo Credit: Diversified Metal Fabricators

Diversified Metal Fabricators Diversified Metal Fabricators is a company dedicated to keeping the railroad industry moving. Based in Atlanta, Ga., DMF is a manufacturer and supplier of hi-rail equipment used to build and maintain the lifeline of the railroad. DMF began in 1972 as a family-owned business and has continued to operate as a leader in the rail gear industry.

DMF is consistently making advancements and improvements to elevate the railroad industry with products ranging from the RW-1013 (designed specifically for the Toyota 4Runner) to the RW-1650GX (designed for excavators). For over 40 years, DMF has manufactured over 85% of all components used in their products.

They are one of only a handful of manufacturers that can meet the “Buy America” act, which helps separate DMF from the competition.

With an eye toward the future, DMF invests in new technology to help expand product lines and remain cost-competitive, increasing parts inventory to meet same-day

A DMF truck out on the road.

shipping requests and decreasing lead times to support customer needs. DMF has even modernized its RW-1630 rail gear to incorporate an auto-mechanical lock system,

TRUCKS AND EQUIPMENT FOR ALL YOUR RAIL AND TRANSIT NEEDS. rtands.com

introduced a hydrostatic axle, and redesigned the excavator rail gear to improve side load capacity. In the rail industry, there is little time or patience for downtime.

RENTAL SYSTEMS, INC. PHILADELPHIA 800.969.6200 DENVER 800.713.2677 DANELLA.COM/RENTALS February 2022 // Railway Track & Structures 23

Message From The President

F

MICHAEL P. FREEMAN AREMA President 2021-22

ebruary is one of my favorite months of the year, as five of my favorite days are celebrated during this month: National Carrot Cake Day on the 3rd, National Pizza Day on the 9th, National Margarita Day on the 22nd, and National Peanut Butter Day on the 24th. And, of course, the granddaddy of them all, Valentine’s Day on the 14th. Nothing better than love and comfort food to get one through the cold! But, enough on that. Let’s continue our trek through the AREMA Functional Groups with the focus this month on the Structures Functional Group.

The Structures Functional Group, led by Functional Group Vice President William S. Riehl, III, P.E., F.SAME, Chief Engineer, Structures, Genesee & Wyoming Inc., concentrates on the technical knowledge of all areas of railroad structures. Riehl is supported by Directors Walter F. Bleser, II, P.E., Principal, Unabridged Structures, LLC, and Ronald G. Berry, P.E., General Director, Structures, BNSF Railway.

The six Technical Committees in the Structures Functional Group typically meet two or three times each year. While COVID limited in-person meetings in 2020 and the first half of 2021 to virtual only, most Committees have returned to their usual meeting schedules supplemented with virtual tools. A few Committees and subcommittees hold calls to progress specific work on the Manual for Railway Engineering (MRE) or related projects.

Committee 7 - Timber Structures, chaired by Christopher R. Frank, Public Projects Manager, Alfred Benesch & Company, focuses on the application of rtands.com

structural lumber in railway bridges and the corresponding recommended practice captured in Chapter 7 in the MRE. Since timber is the original building material, the Manual material is very stable with minor regular updates reflecting updates to common practice. The Committee does keep an eye on developments in other industries using solid sawn and laminated timber for relevance to railway structures.

Committee 8 - Concrete Structures & Foundations has one of the most diverse portfolios of the AREMA Technical Committees. This Committee is chaired

by Jason C. Hale, P.E., Assistant Director, Bridge Inspection & Maintenance, BNSF Railway, focusing on the design, construction, inspection, and maintenance of all concrete, reinforced concrete, and pre- or post-tensioned concrete used in

“

COMMITTEE 8 HAS ONE OF THE MOST DIVERSE PORTFOLIOS OF THE AREMA TECHNICAL COMMITTEES. track railway structures. Additional areas of focus include retaining walls, tunnel lining, piling, crib walls, and pier protection comprised of any material. Much of this work is in collaboration with the other Technical Committees.

Committee 9 - Seismic Design for Railway Structures, led by Chair Steven R. Williams, P.E., AVP Engineering, ARE Corporation, is amid a Chapter overhaul to incorporate the newest USGS seismic hazard maps and web tools. The Committee has been working closely with USGS representatives to evaluate and track the necessary Chapter revisions.

A special thanks to Dr. Sanaz Rezaeian, Research Structural Engineer at USGS in Golden, Colo. Her knowledge, insight, and presentations have been invaluable to the Committee. Committee 9 is meeting

jointly with Committee 8 in Anchorage, Alaska, in June of 2022. A site visit to Alaska Railroad’s Port Mackenzie Rail Extension Project is part of the meeting agenda. Alaska Railroad is also offering a scenic train ride on the Coastal Classic the day after the meeting.

Committee 10 - Structures Maintenance & Construction, chaired by Mark W. Shafer, P.E., Senior Bridge Engineer, HDR, focuses on recommended practices and information relating to railroad bridge management and produces independent publications, seminars, and conference material which relate to the actual construction or maintenance of railway structures consistent with Manual for Railway Engineering recommendations. In support of the Committee’s signature Bridge Inspection Handbook and its companion class, the Committee now offers a virtual edition of the class.

Committee 15 - Steel Structures, chaired

by Steven P. Lorek, P.E., Railroad Division Manager, Alfred Benesch & Company, is responsible for the development and publication of recommended practices and information relating to the design, fabrication, erection, and painting of steel railway bridges. They also recommend procedures for inspection, maintenance, and rating of existing steel bridges.

In response to the challenges of building railway structures under traffic, the Committee is leading the AREMA collaboration with American Institute of Steel Construction’s National Steel Bridge Alliance (NSBA) to publish a Steel Railroad Bridge Constructability Design Guide. Fully consistent with Chapter 15 requirements, the guide will describe the most cost-effective and optimal design practices from the fabrication and erection perspective, such as optimal material choices, coating considerations, and recommended welding and design details.

A joint AREMA/NSBA task group is developing the guide; the task group is led

by Jaclyn Whelan of Conrail and is represented by railroad owners, consultants, academics, fabricators, and other suppliers and general contractors. The task group was formed in 2020 and is well on their way with the document, with plans to publish in 2022.

February 2022 // Railway Track & Structures 25

Committee 28 - Clearances, chaired by Joseph B. Boehle, AVP Marketing, Kasgro Rail Corporation, is responsible for collecting and maintaining current horizontal and vertical clearances required by law or regulation in the U.S. and Canada. In addition, they also publish the clearance diagrams required by AAR interchange rules and develop procedures to protect the movement of excessive dimension or overweight loads.

The Committee works closely with other industry associations to promote the safe movement of high-wide-heavy loads by rail.

The Structures Functional Group is one of the most vibrant groups of AREMA. If you find something in the passages above that stirs your interest, please contact the leadership of the specific Committee to inquire about membership. Until next month’s article, be well and be safe.

FYI

Registration, hotel rooms, and sponsorships are open for the AREMA 2022 Communications & Signals Symposium to be held May 15-17 in Kansas City, Mo. Please visit www.arema. org to register and for more information on sponsorship investment opportunities. We look forward to seeing you in Kansas City.

Order the 2022 Communications & Signals Manual now. With over 50 new, revised, reaffirmed, or extended Manual Parts, it’s the perfect time to get the 2022 Manual. Order online now at www.arema.org or contact mbruins@arema.org for more details.

Do you want to generate leads, promote a product, and reach a target audience?

Sign up for your sponsorship or booth for the AREMA 2022 Annual Conference & Expo on Feb. 15. Please visit www.arema.org for more information.

connects you with other members allowing you to send messages, start conversations, and more. See what everyone is talking about today: https://community.arema.org/home.

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

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

NOT AN AREMA MEMBER? JOIN TODAY AT WWW.AREMA.ORG CONNECT WITH AREMA ON SOCIAL MEDIA:

Don’t miss out on the conversation happening in AREMA’s Member Forum. The Member Forum

UPCOMING COMMITTEE MEETINGS 2022 MEETINGS MARCH TBD

MARCH 2

MARCH 7

MARCH 7-11

Committee 36 - HighwayRail Grade Crossing Warning Systems Virtual and in-person

Committee 6 - Rail Facilities, Utilities and Buildings Virtual Meeting

Committee 35 Information Technology Pittsburgh, Pa.

Committee 38Information, Defect Detection & Energy Systems Pittsburgh, Pa.

MARCH 9-10

MARCH 17

APRIL TBD

APRIL TBD

Committee 39 - Positive Train Control TBD

Committee 4 - Rail Pueblo, Colo.

Committee 27 Maintenance of Way Work Equipment TBD

Committee 34 - Scales Tampa, Fla.

APRIL TBD

APRIL 6

APRIL 27-28

MAY 4

Committee 14 - Yards & Terminals Location TBD

Committee 6 - Rail Facilities, Utilities and Buildings Virtual Meeting

Committee 13 Environmental Jacksonvile, Fla.

Committee 6 - Rail Facilities, Utilities and Buildings Virtual Meeting

MAY 16-18

MAY 17-18

JUNE 8-9

JUNE 9-10

Committee 5 - Track New Orleans, La.

Committee 15 - Steel Structures Chicago, Ill.

Committee 9 - Seismic Design for Railway Structures Anchorage, Alaska

Committee 8 - Concrete Structures and Foundations Anchorage, Alaska

Join a technical committee

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, including our new Committee 35 - Information Technology. 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.

26 Railway Track & Structures // February 2022

rtands.com

Committee 1 Chair Christopher S. Moale, P.E.

PROFESSIONAL DEVELOPMENT MORE AREMA PUBLICATIONS NOW AVAILABLE IN DOWNLOADABLE FORMAT The AREMA Practical Guide to Railway Engineering and Bridge Inspection Handbook are now available as e-publications. Get convenient access to these publications in a downloadable, PDF format and take advantage of the benefits of our e-publications: • Immediate access to the material; • Searchable, PDF format; • Convenient, printable format (following AREMA’s copyrights); and • Portable and accessible on the go through our Publications portal.

This adds to the list of current e-publications; purchase now and gain access instantly to all these publications: • Manual for Railway Engineering; • Portfolio of Trackwork Plans; • Communications & Signals Manual; • Practical Guide to Railway Engineering; and • Bridge Inspection Handbook

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Purchase a corporate license today for multi-user access to be sure your employees are well versed in railroading best practices. Contact publications@arema.org to learn more or visit www.arema.org to make your purchase.

CHRISTOPHER S. MOALE, P.E. Senior Consultant Engineering Systems, Inc. Chair, Committee 1 - Roadway & Ballast AREMA: Why did you decide to choose a career in railway engineering?

MOALE: As many kids do, I loved playing with trains and was fascinated with them, but I never thought I would be working in the industry. I stumbled upon it back in early 2010 and realized I’d found my niche. rtands.com

AREMA: How did you get started?

MOALE: After graduating from the University of Florida with a Bachelor of Science degree in Civil Engineering, I started working for a general contracting company in south Florida where I worked on high-rise construction projects. Then the 2008 recession hit and February 2022 // Railway Track & Structures 27

I was affected by the job market like many others. I saw that CSX was hiring so I decided to switch career paths to railroading and never looked back. Now it’s in my blood.

AREMA: How did you get involved in AREMA and your committee?

MOALE: I joined AREMA in 2012 when I was working on track construction projects, and eventually moved into the Engineering Standards. With the knowledge I gained, I felt like I could collaborate with others to strengthen and improve the industry. A couple years later, I joined Committee 1 as it seemed like a good fit for me.

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

MOALE: I’ve always enjoyed outdoor activities, exercising, and these days I especially enjoy spending time with my family. I also work on residential

construction projects in my spare time.

AREMA: Tell us about your family.

“

MOALE: I have a loving and caring wife

I DECIDED TO SWITCH CAREER PATHS TO RAILROADING ... NOW IT’S IN MY BLOOD. and we have been married for almost five years now. We have a beautiful and energetic 3-year-old daughter named Olivia and an adorable and adventurous 1-year-old son named Riley. They are a lot of fun at this age and keep us on our toes.

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

MOALE: I grew up in Jacksonville Beach and learned to surf when I was 5 years old.

AREMA: What is your biggest achievement?

MOALE: Completing my master’s degree in Civil Engineering and obtaining a Professional Engineering License while working a full-time job in the challenging and demanding railroad industry.

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

MOALE: Make the jump and don’t look back. This industry is very challenging and rewarding. It is full of talented and respectful individuals that are willing to share their knowledge to improve the industry.

STAY IN GEAR WITH RAIL GROUP NEWS RAIL GROUP NEWS brings you a daily round-up of news stories from Railway Age, RT&S, and IRJ. This email newsletter offers North American and global news and analysis of the freight and passenger markets. From developments in rail technology, operations, and strategic planning to legislative issues and engineering news, we’ve got you covered.

RAIL GROUP From RAILWAY AGE, Railway Age,RT&S RT&S and and IRJ IRJ NEWS https://railwayage.com/newsletters ROUND-UP of NEWS STORIES FROM:

RA_RailGroupNews_Half_InGear_2022.indd 1

28 Railway Track & Structures // February 2022

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30 Railway Track & Structures // February 2022

RAIL GROUP NEWS

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AD INDEX

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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.

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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.

rtands.com

February 2022 // Railway Track & Structures 31

LAST STOP

ESG: Worthwhile or a waste of time?

The world’s corporations are abuzz about this new initiative

By David C. Lester, Managing Editor

W

hat is ESG? For nearly a decade, most Class 1 railroads have produced a sustainability report, an annual review of the corporation’s efforts to be a good steward of the environment, its employees, customers, safety, corporate governance, and communities. While these reports have varied somewhat among railroads in format and material included, the reports cover essentially the same topics.

During the past several years, sustainability has morphed into a more comprehensive analysis called ESG, which stands for Environment, Social and Corporate Governance. The idea behind sustainability, and now ESG, is that investors have become increasingly focused on carbon footprints and green initiatives in the companies where they invest. They’re also interested in the social aspects of the corporate environment, including how it treats employees and corporate governance.

A quick survey of Class 1 websites shows that the term “ESG” has recently come into use in place of “sustainability.” For example, CSX produced ESG reports for 2019 and 2020, and Norfolk Southern has produced an ESG report for 2021. CN produces a “Delivering Responsibly” report that refers to ESG, and BNSF and CP produce a “Corporate Sustainability” report.

Some agencies set the standards for ESG ratings, such as the Global Reporting Initiative (GRI). Both CSX and NS use the measures from this organization. Other agencies are responsible for rating companies on their ESG performance, and one widely used is MSCI. A rules-based methodology that includes many factors generates the MSCI ratings. These ratings begin as a numerical score, then are translated to letter grades of AAA to CCC, with AAA and AA ratings being leaders; A, BBB, and BB are average scores, and B to CCC are labeled “laggards.”

The value of ESG depends on to whom you talk. Opinions range from “it’s the greatest thing since sliced bread, better get on board now” to “it’s a worthless exercise.” I’m still trying to formulate my opinion of its value— does it provide factual, measurable, and reportable information to help investors concerned about environmental and social issues, or is it window dressing used for marketing purposes?

32 Railway Track & Structures // February 2022

The Class 1 ESG reports that I’ve seen set forward lofty goals and provide a lot of information. Yet, I could not find any numerical standards—only categories of GRI standards—and no rating scores in any reports I reviewed. Isn’t rating companies against standards and generating the overall ESG score the whole idea?

Another challenge is that the company provides most of the information in these reports. Does anybody verify that data? ESG is not currently regulated, and different standards and rating companies may use different criteria when evaluating this information.

The Office of Investor Education and Advocacy of the Securities & Exchange Commission (which does not make official statements on behalf of the SEC and has no regulatory authority) points out that different investment funds may consider ESG factors differently.

“Different funds may weight environmental, social, and governance factors differently.

For example, some ESG funds may invest in companies that have strong governance policies but may not have the environmental or social impact you may want to encourage through your investment in the fund.” The OIEA also says, “Some ESG fund managers may consider third-party providers’ data. The data could include ‘scoring’ and ‘rating’ data compiled to help managers compare companies. Some of the data used to compile thirdparty ESG scores and ratings may be subjective.

In principle, other data may be subjective but are not verifiable or reliable. Third-party scores may also consider or weight ESG criteria differently, meaning that companies can receive widely different scores from different thirdparty providers.”

The ESG waters seem muddy to me. While I certainly applaud corporate efforts to take care of the environment, treat their people, customers, and other stakeholders well, and govern their companies effectively, the ESG methodology doesn’t seem clear. For one thing, precisely how are scores and ratings calculated? Could we see an example? How much of the process is objective, and how much is subjective?

Given the number of layoffs in the rail industry over the past couple of years, it’s hard to think positively about a company’s social rating. For shippers, another company stakeholder, the service troubles some roads have

don’t earn them any social points. And, the obsessive focus on the operating ratio does not seem to fit with the ESG approach.

If coal traffic became hot for some strange reason and carloadings rose to the levels of the 1990s, how would ESG fare? Hauling coal for burning at power plants would not win any environmental points for the railroads.

Still, considering the tremendous amount of revenue coal would bring in, I wonder what the industry would do. My guess is they would haul the coal, take the hits in the public/investor space, and the ESG report may even hit the trash. It isn’t easy to imagine that the shortterm profit mindset that’s been prevalent for so many years has evaporated overnight, and everyone’s focused on investing based on ESG. Another thought about ESG is that during the past year or two it has spawned an army of consultants, authors, and “experts,” who expect to be paid big money for their services in guiding companies through the morass of detail and uncertainty of ESG and promote the idea that this is a “burning platform” that companies need to address now because investors are demanding it.

In my view, the jury is still out on the actual value of ESG. It may evolve into something very worthwhile that companies and investment communities would be irresponsible to ignore.

Or, it may prove to be of marginal value and not significantly affect company performance.

If the latter occurs, the time required to prepare ESG reports would be better-spent planting trees and cleaning the environment.

David C. Lester

rtands.com

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