The relentless emphasis on safety in the railroad industry over the decades has paid big dividends in terms of lives saved and injuries prevented. Everything from industrywide safety programs, individual carrier programs, and even down to the job safety briefing before a switch move to a customer site has enabled railroaders to complete their work efficiently and safely. As one Class I program expresses it –– “I’ll be home tonight.”
Members of the railroad press focus on safety a lot, too. We write about it in opinion columns and technical articles, host guest editorials, and advertise products (although we don’t endorse products) that promote and help create safer conditions on the railroad. And when we can go out on the railroad ourselves, we participate in the job safety briefings and have safety drilled into our heads just like everyone else. We must occasionally report on the sad story of an injury or fatality of a railroad worker because of an accident. Not just those associated with derailments but less complex things like roadway workers being unaware of a piece of maintenance equipment rolling straight toward them as they focus on what they’re doing, or that the clearance between them and a passing train is not as great as they originally thought. Despite everyone’s best efforts, these tragedies happen.
Magazine editors, too, must ensure all content in each issue promotes safety and is in lock step with industry standards and protocols. Railway Track and Structures failed to do that last month, in the January 2026 issue. As Editor-in-Chief, this was my responsibility. The error we made was in using a stock photo on pages 24-25, within the AREMA (we chose the photo, not AREMA) material, of two “railroad workers” engaged in unsafe practices while on the job. While this is likely a staged photo, one man has his foot on the rail, both men are focused on electronic
devices instead of maintaining situational awareness and are standing within or very close to the track. Although we can’t know for sure, we must assume that this is a live rail line and the optics fly in the face of all safety practices we must employ each day. While this photo was chosen from a stock bank of images, again, the responsibility of this image running is mine alone. I am the last one to look at each issue before it goes to the printer, and I should have caught this. The image accompanied a piece on rail career advice for younger people from more seasoned railroaders. I regret the error and hope readers will accept my apologies.
One reader wrote to scold us on this:
“You didn’t ask me, but the advice I would give someone who is trying to pursue a career in the railway industry is: never but never put your foot on the rail! Or let someone else in your work group do it. This a rule violation on the railroad I began my career on and certainly is on many others. This is a slip/ trip/fall incident waiting to happen, and I am incensed that this publication’s staff would be so irresponsible as to publish such a picture depicting such blatantly unsafe behavior. Someone indeed trying to pursue a career in the railway industry could have a promising career cut short by a such a moment’s carelessness, to our collective detriment.”
This message must be taken to heart by all railroaders and all of those who write about or are in any way associated with the industry. It is an important message, and we deserved our trip to the woodshed.
Please know that we understand the gravity of what occurred here and that we will continue to be diligent in ensuring images like this one don’t make it onto the pages of Railway Track and Structures. We exist to inform railroaders about technology and showcase innovations in many areas. Sloppy, inattentive habits of rail workers on the property, even though they’re staged, have no place in our magazine. We hope you will forgive us.
Building the New Facility for Accelerated Service Testing
Background
State of the Art
Testing At MxV Rail FAST Track
Chris Johnson, Scientist
MxV Rail recently completed the second year of operations at the newly constructed Facility for Accelerated Service Testing (FAST®), which serves as an industry testbed. FAST provides controlled testing of track and mechanical components accumulating over 140 million gross tons (MGT) of traffic annually under an 18,000-ton train with individual cars weighing up to 315,000 pounds. MxV Rail operates FAST as part of the Association of American Railroad’s (AAR) Strategic Research Initiatives (SRI) test program.1
Established in 1976, FAST was designed as a facility for evaluating conventional railroad track and equipment under controlled conditions with higher volume and faster mileage accumulation than practicable in revenue service testing.2 FAST started as a 4.8-mile loop with five curves and 22 test zones running 60–70 car trains.3 Over time, the original 4.8-mile loop was shortened to a 2.7-mile loop with four curves, a bypass track was constructed, and support facilities were added to improve operations.
The largest change to FAST came with the implementation of the Heavy Axle Load (HAL) program to study the effects of increased use of heavier 110- and 125-ton cars on existing infrastructure. A train of 125-ton cars was introduced, four-axle locomotives were replaced with six-axle locomotives with radial trucks, and train length increased to 114 cars. FAST operations on the original loop concluded in May 2022 with the accumulation of over 5,000 MGT, almost 4,000 MGT of which was HAL traffic.4
A New Fast
In 2021, MxV Rail built new testing facilities with the primary goal of improving the capabilities and efficiency of FAST. Drawing on the FAST successes over the past 45 years, designers met with stakeholders to identify
five focus areas that would guide concept development and require balancing in the final concept and design.5
Test Capabilities
The physical requirements for potential tests at FAST were determined and prioritized early in the development process because many test requirements would affect the length and alignment of the FAST loop. For example, rail tests required a tighter curve with an unlubricated high rail while tie and fastener tests required curved track and higher speeds.
Track Length
Shorter loops were initially considered for more efficient tonnage accumulation. Modeling showed the normal FAST train could safely operate on a 2-mile-long loop, however, a shorter loop was ultimately ruled out and a 2.8-mile loop was planned due to concerns regarding 1) the lack of track, particularly tangent track, available for testing and 2) more frequent train passes leading to increased rail heating.
Track Alignment and Lubrication
Starting from scratch, the alignment of the new FAST loop had none of the constraints of the previous loops. Several options, such as sharper curves for rail testing, were considered, however these options were not included to keep the track
Figure 1. Final FAST concept
speed at 40 mph. Similarly, a figure-eight design was considered to improve truck performance and reduce steering issues, but this design was also rejected due to the lack of a long tangent and complications with lubrication. Ultimately, a loop with a single reverse curve was chosen for the new FAST loop.
Train Storage and Turning
To minimize logistics moves and reduce the contamination of other unlubricated test tracks, every effort was made to keep FAST self-contained. A turning loop that combined storage and turning of the entire train was included inside the main FAST loop, thereby increasing operational efficiency while reducing the overall footprint of FAST.
Train Maintenance and Access
A self-contained maintenance facility was included inside the loop in the final FAST concept. Access to FAST was still required so equipment could be brought into and out of the facility. To reduce the turnouts on the mainline, a One-Way-Low-Speed (OWLS) crossing diamond was included to allow access to the rest of the site.
Following additional review by stakeholders, the final concept plan was ready for design. Figure 1 shows the final concept.
Design and Construction
Once a site was selected for construction of the FAST loop and other MxV Rail test tracks, civil design began. The High-Speed Loop (HSL) was the first test track to be completed, and the new FAST loop was placed inside the
HSL. The design also allowed for future maintenance and storage facilities, a switching lead track, a 90-degree OWLS crossing, and turning facilities for smaller consists independent of the storage loop.
Construction of the full FAST concept is intended to take place over several years, not only to accommodate budget requirements but also to allow for adjustments to the concept and design after gaining operational experience at the new site. The design of the main loop, access track, and storage loop were completed first so construction could begin. Once bids were received, MxV Rail proceeded with the construction of the FAST loop and access track.
Grading for the turning and storage loop was also included to realize cost savings with the understanding that track construction would follow as resources allowed. Figure 2 shows the final design for the FAST Loop, with the constructed tracks highlighted.
Construction began in March 2023. Because the new FAST loop would be located on surplus federal property, additional restrictions were placed on construction. These restrictions included strict access requirements for all personnel on site and environmental restrictions on site use. The grading contractor was able to avoid delays due to unexpected archeological sites, discarded ordnance discoveries, or other
Figure 2. Final FAST design, constructed tracks highlighted in blue and yellow
Figure 3. FAST loop
environmental restrictions.
In June 2023, track construction began on the completed subgrade. The new FAST was built to current North American heavy haul mainline railroad standards. Outside of specific test zones, the track materials included 136RE rail, a mix of concrete and timber ties, and standard fastening systems.
Materials in test zones included composite ties, various elastic fasteners in wood ties, intermediate- and high-strength rails from multiple suppliers, and a bridge deck testing facility. Due to the variety of test components being installed, MxV Rail worked hand in hand with the contractor to determine which test zones could be installed during the initial construction phase. Most of these test zone modifications consisted of changes in material that could be installed by the contractor after planning and under supervision. Rail tests were welded into strings ahead of installation. Only a few tests, such as instrumented concrete ties, were deemed too sensitive for installation during initial construction, and these were installed later by MxV Rail.
Following the initial track construction, ballast was dumped and the track raised to the correct profile. The rail was then destressed to achieve a
rail neutral temperature of 100oF, in accordance with local Class 1 railroad policies. Closure welds were made with electric flash butt welding wherever possible. Figure 3 shows the initial newly constructed FAST loop.
Operations
Operations at the new FAST began in November 2023, eight months after construction began. The 2023 operations served as 1) settlement laps for the newly constructed track, 2) familiarization for test crews operating on the new loop, and 3) identification of any issues with the new track, installed tests, or safety systems.
The first full year of operations began in January 2024. Operations improved with the completion of the turning and storage loop in April 2024, which allowed the regular turning of the train and improved steering and tracking of the trucks. With the improved performance of the train, broken welds and rails were the largest obstacle to operations. After a planned summer shutdown to perform maintenance and install new tests, operations concluded in October 2024 after reaching the annual goal of 140 MGT. These initial operations set the pattern for regular operations in 2025 and beyond. Figure 4 shows the
FAST train in all-weather operations.
FAST has always hosted a wide mix of tests across broad subject areas. Many of these tests are long-term tests with multiple component measurements designed to monitor changes over time. Other tests are short term, looking only at immediate capabilities or changes. Initial plans called for a mix of 32 tests at FAST. With the opportunities presented by the operating loop, this number grew to over 50 total tests by the end of 2025 operations.
Summary
For 50 years, FAST has provided a controlled environment for testing new railroad industry components and materials. Following the two years of full operations at the brand-new track, FAST continues to be an industry-leading facility for testing railroad infrastructure, equipment, components, maintenance practices, and detection technologies.
The Technology Digest this article is based on can be found in the MxV Rail eLibrary along with more than 1,000 other publications describing the railway research, testing, and analysis available from the Association of American Railroads (AAR) Strategic Research
The Railway Educational Bureau Track Resources
Managing Major Railroad Programs
Ballast Railroad Design
Initiative (SRI) program. Explore www.mxvrail. com to learn more about MxV Rail and to register for the 31st Annual AAR Research Review to be held April 28–30, 2026.
References
1. Johnson, C. 2024. “Building the New Facility for Accelerated Service Testing.” Technology Digest TD24-028. AAR/MxV Rail. Pueblo, Colo.
2. Punwani, S.K., J. Lundgren, and G. Martin. 1975. “Functional Requirements for a Facility for Accelerated Service Testing (FAST).” FRA/OR&D-76-139. Department of Transportation, Washington D.C.
3. McIntosh, G. 1981. “FAST Overview.” Proceedings FAST Engineering Conference in Denver, Colo. Federal Railroad Administration, Washington, D.C.
4. Johnson, C. and S. Wilk, 2023. “Evolution of the Facility for Accelerated Service Testing.” IHHA 2023. Rio de Janeiro.
5. Johnson, C., T. Martin, B. Bakkum, and J. Becker. 2023. “FAST Forward: Designing a New Accelerated Service Test Facility.” AREMA 2023 Annual Conference. Indianapolis, Ind.
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Figure 4. FAST train and operations in all-weather conditions
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Collaboration and Partnership Are Here To Stay, but So Is Change
Contractors and suppliers who attended the NRC’s Annual Conference in Hollywood, Florida, in early January liked what they heard. More than two dozen engineering and operating representatives from railroad and transit lines were singing from the same hymnbook … and it was music to our ears
Railway leaders repeatedly emphasized the importance of true partnership with contractors and suppliers. They shared examples of strong teamwork and affirmed that continued collaboration is essential as they work to meet future operating requirements and deliver for their stakeholders.
That’s good news, for sure. It’s what our predecessors and peers have been working for since the NRC was founded in 1978. But here’s the catch. There was also a clear message. While we are indispensable members of their teams, we must be willing to evolve and get better.
Our conference keynote speaker –Union Pacific Chief Operating Officer Eric Gehringer – elaborated on that theme during the NRC’s Fireside Chat, always a highlight of our annual conference. He spoke passionately about how close collaboration with contractors and suppliers is helping to advance safety, service and operational excellence and fuel the railroad’s momentum.
“You are central to how we operate the
railroad,” he told attendees, while thanking them for what they do.
Mr. Gehringer discussed essential characteristics of effective contractor partnerships. On safety, he noted everyone has improved but we need to get better. “We put titles and company names aside. We want you to be engaged and to understand your role.”
He urged contractors to be agile and flexible to change, to be more transparent – honest about the schedule – and to bring forward new ideas. Like other leaders at the conference, he called for improvement across the board and encouraged collaborative efforts, citing reducing regulations and advancing new technology.
Other conference presentations and workshops covered actionable ways to change that will advance your career, your company, and our industry.
On the final day of the conference, Matt Ginsberg, president of TGA Association Management Solutions LLC, led panelists on the government affairs panel who all greatly endorsed the value of NRC members in building relationships with elected officials and regulators. They noted Railroad Day on the Hill on March 4 as a pivotal opportunity.
“I am a firm believer that no one tells your story better than you,” said CN Head of US Public and Government Affairs Andrea Waldock Niethold. “You can have a seat at
the table. Come to Railroad Day, meet with lawmakers, and tell the story of our industry. It’s important to teach your Members of Congress what you do and who you employ.”
Andrew Brady, UP vice president of external relations, emphasized that NRC members can show how our industry contributes to a prosperous economy.
“It’s incumbent on all of us to let them (Congress) know about railroading. They are making important decisions with a big impact. If you are not there, you may not like the outcome.”
I hope you will join me on March 4 in Washington on Capitol Hill for Railroad Day on the Hill to tell our story and the vital role of contractors and suppliers. Reserve your spot at aslrra.org.
To our equipment buyers, sellers, and consignees: Please make note of the NRC’s 2026 Annual Railroad Equipment Auction on April 23 and 24 at Delta Railroad Services’ facility in Austinburg, Ohio. This is the perfect time to right size your fleet or pick up specialized equipment or parts to address work in the pipeline. This year’s auction will be in person and online, so you can participate without shipping equipment or traveling. Learn more at nrcma.org/ annual-auction.
Change is already underway, and more is coming. The NRC intends to be at the forefront of that change to help our members to not just respond, but lead.
“Change is constant. Leadership is a choice.”
CURTIS BILOW Chairman, National Railroad Construction and Maintenance Association (NRC)
EXTENDING WHEEL LIFE THROUGH RAIL GRINDING
By Jeff Tuzik
Rail grinding is typically the go-to approach to addressing rail-related issues like corrugation, RCF, profile degradation, and a slew of others. It works. And on transit (and other closed-loop) systems, rail grinding can also be used to address wheel-related issues, as well.
Greater Cleveland Rail Transit Authority’s (RTA) Red Line, which has operated since 1955 and now comprises 19 routemiles had never performed rail grinding prior to 2023. The agency’s decision to do so had more to do with excessive wheel tread wear than rail wear. Wheels on the Red Line’s fleet, prior to the 2023 grinding operation, had a historical wear rate of ≈1/16 inch per month from a combination of wear and wheel truing, Brad Kerchof, Senior Track Engineer for Global Rail North America, told attendees at the 2025 Wheel/Rail Interaction Rail Transit Conference. “The RTA’s standard 28-inch wheel reaches its replacement limit at 26 inches, which means 2 inches of diameter wear or 1 inch of tread wear.” See figure 1 for an example of condemned hollow-worn wheels from the Red Line.
These wear figures mean that the average wheel on the Red Line fleet has only a 13-month, or ≈77,000-mile, lifespan. “Compare this to another transit I know of, where the first wheel truing occurs at 80,000 miles,” Kerchof said. While there is a wide range of wheel life statistics among transit systems, the Red Line’s figures clearly needed improvement.
Although the Red Line’s wheels wore quickly, they experienced only tread wear; there was virtually no flange wear, Kerchof said. The likely reasons behind this wear pattern were twofold: the RTA has a “very effective” gage-face lubrication program, and there are restraining rails on all curves of greater than 6 degrees, he said.
The RTA initiated a grind program in 2023, working with Global Rail North America (GRNA) and Loram. In order to maximize efficiency, RTA single-tracked
Figure 1. Condemned wheels from Greater Cleveland Rail Transit Authority’s Red Line.
Figure 2. Production results from the entire 2023 grinding program.
Figure 3. Contact points for each of the four wheel profiles developed by the NRC for RTA’s Red Line.
revenue service around grinding operations to allow for 8-hour grinding shifts, Kerchof said. This is uncommon (but not unheard of) among transit systems, which often have very short maintenance windows, often providing no more than 90 minutes of spark time. Figure 2 shows production results from the entire grinding program. The average track time per shift (6.9 hours), and average spark time per shift (4.1 hours) allowed for an unusually high rate of production.
The long track blocks and high productivity rates were necessary, however, to complete the grinding program to RTA’s specifications. The 16-stone grinder typically performed 15 passes on tangent sections, and 25 passes on curves, Kerchof said. This is a fairly high number of passes, indicative of a significant corrective/re-profiling grinding effort.
The grinding program called for the implementation of four new rail profiles developed by the National Research Council of Canada (NRC). These included contact point gage (CPG) and contact point field (CPF) profiles for tangent track, and low rail and high rail profiles for curves, Kerchof said. The use of two profiles for tangents is a strategy developed by NRC to distribute rail contact across a wider part of the wheel tread, rather than having the same wheel/rail contact point throughout the entire system. Figure 3 shows where each of the four rail profiles are designed to contact the wheel. The contact points shown in Figure 3 assume standard gage, but “variations in track gage will further contribute to the distribution of wheel tread wear.” In other words, the objective is to reduce the rate of tread hollowing by increasing the width of wheel tread that contacts the rail.
Figure 4 shows the wheel contact band on a pre-grind rail. Note that the contact band covers the entire width of the rail head, which indicates a very flat rail profile. Measurements confirmed this to be the case. Figure 5 (top) shows the pre-grind profile (blue) overlaid with the new CPF profile (red). The large gap on the gage side indicates the high amount of metal removal required to reach the desired profile. The lower image in Figure 5 shows a CPG rail gage on pregrind rail; the yellow line indicates the desired contact point and red line indicates where significant metal removal is necessary.
Figure 4. The pre-grind rail contact band.
(Left) Gustavo Silva, Consultant with Global Rail North America. (Right) Brad Kerchof, Senior Track Engineer for Global Rail North America
Post-Grind Conditions
“In Cleveland, our primary grind quality method was visual inspection,” Kerchof said. While optical rail profile data was collected by a KLD system mounted on the grinder and was used to calculate a grind quality index (GQI), the grinding team didn’t use GQI to guide the grinding program. “We used a manual bar gauge and the KLD rail profile graphs to determine our next grind pattern. And we relied on visual rail inspections for our quality check—if the wheel contact band was where we wanted it, we were satisfied,” he said. (The team also used MiniProf measurements, but in an ancillary manner.)
One month after the grinding program, the differences in the contact band between CPF and CPG were clear: Figure 6 shows these different contact bands with CPF on the left and CPG on the right. The rail centerline is marked in red “Post-grind ride quality was excellent. We had no hunting at all,” Kerchof said.
Implementation of the high rail profile was less successful. “On several curves we took a little too much off the gage corner and ended up with two-point contact,” Kerchof said. An example of two-point contact is clearly visible in photos taken roughly one week after grinding (see Figure 7, top image). The low rail profile, however, was well-implemented, with the contact band focused on the rail centerline, as planned (Figure 7, bottom image).
The wheel used in the immediate postgrind testing was re-trued to an industrystandard APTA 220 profile immediately prior to that testing. After running for ≈27 miles on predominantly post-grind track, a ¾ inch-wide rail contact band was evident, Kerchof said. (See Figure 8). This represents the type of evenedout wear distribution that the new rail profiles were designed to encourage.
To complement the new rail profiles, the NRC also developed a new wheel profile for RTA. This profile was heavily based on the Red Line fleet’s average worn wheel, Kerchof said. Figure 9 shows the new profile (NRC RTA) superimposed on RTA’s average worn wheel. RTA began truing wheels to the new NRC RTA profile in November of 2024, but will continue installing new wheelsets with the standard APTA 220 profile until the inventory of these wheelsets is used up.
Figure 5. (Top) The pre-grind profile (blue) superimposed with the new CPF profile (red). (Bottom) A CPG rail gauge on pre-grind rail.
Figure 6. Post-grind photos of RTA’s new tangent profiles. CPF is on the left and CPG on the right. The rail centerline is marked in red.
Post-Grind Wheel Life
Data collected two years out from the rail grinding program has allowed the RTA to determine the effect that the program has had on wheel life, and allowed for a more accurate prediction of future wheel life. Figure 9 shows a probability density chart indicating the average pre-grinding wheel life of ≈77,000 miles (in blue). The orange distribution shows wheelsets that were put into service after the grinding operation. “The distribution is quite different; it has shifted to the right, toward a higher average wheel life,” said Gustavo Silva, a consultant with Global Rail North America. This represents a 53% increase [from 77,000 to ≈118,000 miles] in average wheel life.”
This data represents educated predictions of wheel life based on measurements, but they are estimates, nonetheless. “There are traps you can fall into when estimating wheel life,” Silva said. One of these traps is over- or underestimating wheel life based on too few data points. Trying to fit a curve to a single measurement, for example, may indicate a wheel will last 1,000,000 miles. It won’t. “I don’t think you can accurately predict wheel life if the wheel hasn’t been re-trued at least once,” he said.
It’s important to note that the green dots arranged along the orange curve in Figure 10 represent the only wheels that have reached their condemning limit since the grinding operation; they are the only data points that reflect a full wheel life. The other points are predictions. Predictions are necessary, though, in order to draw conclusions that aren’t heavily biased toward the “worst-casescenario outliers” that reached their wear limits prematurely, compared to the bulk of the wheels in the fleet, Silva said. As more wheels reach their condemning limits, including those with significantly longer service lives, the distribution will begin to flatten (see Figure 11). But since the Red Line has many wheels in service that have not yet hit their condemning limit, they are technically excluded from the dataset, he said.
There is also visual evidence supporting the predicted wheel life increase. The post-grind rail itself holds the clearest evidence, Brad Kerchof said. The CPF and CPG tangent profiles successfully shifted wheel/rail contact conditions and resulted in (on tangent and low rails) a series of single-point contacts that are
Figure 7. The top image shows the new high rail profile (note the 2-point contact circled in red). The bottom image shows the new low rail profile.
Figure 8. The post-grind contact band on a very recently-trued wheel is marked in yellow.
distributed across the wheel tread. And the post-grind curve profiles take advantage of wheel radius differentials to promote better wheelset steering, which means less wheel/rail friction, which means less wear, he said. Truing wheels to the new NRC RTA wheel profile (which
the RTA began in November 2024) further promotes the improved steering characteristics of the wheel profiles.
“Previously, when wheels were trued to the APTA 220 profile, they had to go through a break-in period to achieve the average worn profile,” Kerchof said.
“Every time they were re-trued, they had to go through the break-in period again—three to four times over their lifespan.” This represents a lot of unnecessary wheel and rail wear.
Although the rail grinding portion of the program has concluded, the findings
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Figure 9. The new NRC RTA wheel profile (red) superimposed with RTA’s average worn wheel (black).
and benefits from the program are ongoing. It will take time for the benefits to fully work through the system. The RTA still has a stock of APTA 220 wheels and it will take some time for the fleet to be completely converted to the NRC RTA profile. And the effects of rail grinding are not as immediately identifiable on wheels as they are on rail. But even at this early stage, there is good evidence that wheel wear on the RTA is moving in the right direction.
Jeff Tuzik is Managing Editor of Interface Journal https://interfacejournal.com/
This article is based on a presentation made at the 2025 Wheel/ Rail Interaction Rail Transit Conference. https://wheel-railseminars.com/
All images are courtesy of Brad Kerchof and the Greater Cleveland Rail Transit Authority except where otherwise noted.
Figure 10. A probability density chart of wheel life pre-grind (blue) and post-grind (orange). Green dots along the orange curve represent wheels that reached their condemning limits post-grind. Orange dots represent predicted wheel life values.
Figure 11. The distribution curve flattens as wheels with longer service lives reach their condemning limits.
RAILWAY TRACK AND STRUCTURES
SPEAKERS INCLUDE
TRACY ROBINSON President & CEO CN
KEITH CREEL President & CEO CPKC
MARK GEORGE President & CEO Norfolk Southern
PATRICK FUCHS Chair STB
MICHELLE SCHULTZ Vice Chair STB
JOHN ORR EVP & COO Norfolk Southern
MARYCLARE KENNEY SVP & CCO CSX Transportation
CARL WALKER VP Engineering CSX
DAVID SHANNON General Manager RailPulse LLC
THE SHAPE OF RAIL
Grinding and milling solutions to re-shape the rail
By Jennifer McLawhorn, Managing Editor
To maintain the rail profile and surface condition, railroads must seek out the best solutions in rail grinding and milling that suppliers have to offer. Rail grinding allows crews to extend rail life without having to resort to a full rail replacement by reprofiling the rail to a specified shape. Proper track geometry maintenance is critical to maintaining a safe and efficient operation. Milling machines use a rotating cylindrical cutter to carve a shape in the rail. Both provide extended rail life. RT&S spoke to several suppliers about this area of rail maintenance.
Plasser American says it “concentrates its efforts on advancing rail maintenance technology for the North American market. This covers both application scenarios, preventive rail maintenance with rail
grinding and corrective / regenerative rail maintenance with rail milling. Plasser American introduced the Speno rail grinding truck HRR12-9A to the North American market in Q2 of 2025. The machine was specifically designed to grind switches and crossings, treat hot-spots in open track and process level crossings as well as embedded track. The machine combines high-rail flexibility with unparalleled metal removal capability. The HRR12-9A has already been used at both Class 1 networks and transit systems thereby demonstrating its flexibility and performance.” Additionally, “the Romill Urban 3 E3 rail milling machine offers high flexibility with its hybrid dieselbattery power system, allowing the machine to operate completely emission free in sensitive environments like tunnels and stations.
In addition, the integrated diesel generator acts as range extender and quick charger for the batteries, thereby significantly extending the operational capabilities of the milling machine. Equipped with advanced milling technology, the machine is designed to effectively handle severe rail damage and challenging track conditions while delivering superior treatment quality.
“Rail grinding has reached new heights,” says ROBEL , with its “family of battery and gas-operated machines, specifically designed for surface grinding, switch blades, frogs, stock, and check rail applications. Previously, multiple machines were needed for these tasks. Now, ROBEL introduces the innovative 13.63 Modular Switch Grinder—a single frame that adapts to all grinding applications. Whether you need
Photo Credit: RailWorks
Grinding THE DATA
flat stones, web grinding, or standard cup stones, you can simply swap the motor unit based on the task at hand. Our 13.49 0-Point Profile Grinder demonstrated its excellence on Florida’s Brightline project, thanks to its unique 0-point system that eliminates over-grinding of welded rails. Any operator can achieve precision grinding results. Both machines offer versatility and efficiency. They can be powered by a robust 2,300Wh battery, delivering over an hour of continuous use, or an EPAapproved four-cycle gas engine, ensuring you’re covered for any project.”
Loram . Rail grinding and milling are essential components of modern railway maintenance. Among Loram’s most notable rail treatment products is the LM1 Hybrid, a next generation rail miller engineered specifically for metro and subway environments where space constraints and precision requirements are especially critical.
The LM1 Hybrid is the first zero emisions milling machine. Purpose built for corrective maintenance in areas sensitive to dust, fire risk, and noise, the LM1 uses a fully dry milling process capable of removing up to 1 mm of material in a single pass—without the need for water or cooling agents. Its integrated suction system captures more than 99.5% of milling chips, dramatically reducing airborne particulates and operational contamination.
Powering the LM1 is a Hybrid Power Source combining a fuel cell and a 60 kWh roof mounted battery, using gaseous hydrogen stored in robust, carbon fiber wrapped tanks. This system produces only water vapor as a by product, offering a safer, cleaner alternative when in tunnels to diesel fuel while delivering consistent performance. Designed to comply with strict EU standards and machine clearance requirements, the LM1 accommodates variable gauges from 39 to 65.7 inches (1,000–1,668 mm) and is capable of milling switches, turnouts, and complex track structures with exceptional precision. Additional features—including low noise emissions, flexible transport options, and integrated transverse and longitudinal profile measurement—position the LM 1 Hybrid as a pioneering solution for sustainable, high accuracy rail maintenance. As of Q1 2026, LM1 has successfully completed milling programs on multiple North American transit/subway properties as well as corrective work on Heavy Haul Railroads. RailWorks tells RT&S it “delivers advanced, turnkey switch and crossing
rail grinding services for both freight railways and transit lines. Its seasoned team ensures services that enhance durability, dependability, and efficiency across your rail network. With a focus on safety and customer satisfaction, RailWorks has earned a strong reputation for delivering high-performing solutions designed to thrive in high-activity environments. These services are essential for maintaining rail longevity, reducing wear on rolling stock, and improving train performance and fuel economy. Its grinding solutions also enhance ride quality, making them a key component of any effective rail maintenance program. Specialized equipment excels at grinding switches, curves, and roadway crossings, featuring independent hydraulically-powered grinding units, the advanced Jupiter II Control System, hydrostatic propulsion, and full computerized control. Additional features include efficient dust collection, a reliable pneumatic braking system, a water mist fire suppression system, and ergonomic control cabins for operator comfort. Tailored to meet specific customer needs, RailWorks’ comprehensive solutions ensure safety, quality, and timely performance, providing long-term value and improving the efficiency of your entire rail system. Its experienced crews are committed to delivering results that keep your operations running smoothly and safely.”
Orgo-Thermit offers its “proprietary Eddy Current system and the Trackscan
Mira. With up to 8 probes on each rail, we can get a full picture of the RCF in the customer’s track and optimize a grinding or milling program accordingly. The probes measure from the gauge corner, where most RCF originates, over the head of the rail to ensure a complete analysis. This analysis enables it to ensure that efforts are focused on the most affected areas of the railroad as opposed to a strategy where a complete system is ground. This saves the customer both money as well as the required track time to perform the work. By using this system, it ensures that maintenance is focused on the areas of their track with the most need. Orgo-Thermit’s Eddy Current system can be offered as both a trolley as well as well as a mounted system. Based on the data gathered we can use our 12 stone hi-rail vehicle which offers best in class performance for embedded track as well as being able to grind on open track. With its unique ability to get on and off track in less than a minute at crossings, it offers a level of flexibility that is unparalleled. Orgo-Thermit has been using the combination of Eddy Current Technology with its grinding vehicle to provide service for a number of transit agencies. These transit agencies have benefitted from a focused grinding program to target the specific areas that need addressing, which saves money by reducing the RCF as well as not grinding areas that do not need grinding, saving on overall maintenance costs.”
Photo Credit: ROBEL
ROBEL grinding equipment
RAILROAD YARD WORK
Keeping The Property Nicely Groomed
By David C. Lester, Editor-in-Chief
Vegetation management is an integral part of keeping the right-of-way neat, clean, and safe. Vegetation growing within, beneath, or adjacent to the tracks can create problems around interference with the track infrastructure and if not maintained, can result in serious management issues. We profile two vendors this month that specialize in vegetation management and equipment.
The Brandt RTB100 Takes Control of Rail Vegetation
The Brandt RTB100 Hi-Rail Backhoe tackles vegetation and maintenance-ofway challenges head on, helping keep rail operations moving without interruption. Purpose built for active rail corridors, it powers through overgrown brush, clears critical sightlines, maintains proper drainage, and protects vital rail infrastructure.
Built on the proven John Deere 320P
platform, the RTB100 delivers serious backhoe performance paired with Brandt’s advanced hi-rail suspension system. Front and rear hi-rail gear lock onto rails for unwavering stability through switches, crossings, and challenging track geometry, giving operators the confidence to work efficiently in any corridor condition.
High-flow, pressure-compensating hydraulics drive an impressive array of attachments, from heavy-duty buckets and grapples to aggressive brush cutters and versatile tie handlers. Crews seamlessly shift between vegetation clearing, ditch cleaning, and ballast maintenance with a single, powerhouse machine. The RTB100’s commanding 21-foot-8-inch reach combined with precision hydraulic control lets operators attack brush and debris along embankments and trackside areas with complete confidence.
Road-to-rail conversion takes as little as three minutes, slashing downtime and
maximizing crew productivity throughout the workday. Backed by Brandt’s comprehensive coast-to-coast service and support network, the RTB100 delivers the reliable performance and versatility rail professionals need to keep corridors clear, safe, and fully operational. Learn more at: https://www.brandt.ca/Divisions/ Road-Rail/Products/Hi-Rail-Equipment/ Hi-Rail-Backhoe
RELAM: Your Railroad Vegetation Management Equipment Partner
Vegetation management on the rightof-way is about safety, visibility, and operational efficiency. Clear sightlines, unobstructed signals, and well-maintained embankments are essential to keeping trains moving and minimizing risk. At RELAM, we bring one of the industry’s most capable vegetation fleets to railroads and contractors who specialize in railroad work—backed by rental flexibility, nationwide logistics, and railroad-savvy support.
Leading our lineup is the Hi-Rail Kershaw 75G3 Skytrim, a rare and highly productive railroad vegetation machine featuring a 75-foot telescoping boom and a high-speed carbide-tipped rotary saw head for trimming tree limbs and heavy overgrowth along rights-of-way. Designed for both reach and precision, the Skytrim delivers fast, clean cuts even at extreme heights, enhancing crew productivity and improving safety in areas where traditional equipment cannot operate efficiently.
In addition to the Skytrim, RELAM offers a complete range of vegetation solutions, including hi-rail brush cutters, hi-rail excavators with specialized vegetation attachments, and a full lineup of support vehicles upfitted for railroad service through our Wiskerchen Truck & Equipment division. From grapple trucks and water trucks to dump and crew vehicles, our fleet is configured to support comprehensive right-of-way maintenance programs.
Whether you need front-line machines for high-production trimming or supplemental support equipment for complex vegetation operations, RELAM provides the equipment, expertise, and responsiveness to keep your crews efficient and compliant.
RELAM delivers performance, reliability, and access for railroad vegetation management—because clear rights-of-way are essential to safe, uninterrupted rail service. Contact quotes@relaminc.com today to build a vegetation equipment plan that keeps you ahead of growth and on schedule.
Welcoming the New Year: A Time for Renewal, Growth, and Connection
SPECHT, AREMA President 2025-2026
As we step into 2026, it’s a natural time to reflect on where we’ve been and where we’re headed. The turning of the calendar brings renewed energy, fresh perspectives, and the opportunity to reset priorities. Many of us focus on New Year’s resolutions centered on health and wellness—getting more exercise, eating better, or finding improved work-life balance. While those goals are important, the New Year is also the perfect moment to renew your commitment to career development and personal growth. As for myself, I have made my resolutions for 2026 on the health and wellness side, but I haven’t made the priority for career development – still finalizing. What will you do to improve your career development and personal growth this year?
For professionals in the rail and transportation industry, 2026 offers exciting opportunities to learn, connect, and grow through AREMA. One event to mark early on your calendar is the 2026 Communications Signals & Information Technology (CS&IT) Symposium in March, which brings together industry leaders, practitioners, and innovators to share knowledge, explore emerging technologies, and discuss the future of communications, signals, and information systems. This event will support
What will you do to improve your career development and personal growth this year?
The new year offers exciting opportunities to learn, connect, and grow through AREMA.
your technical growth as you get a better understanding of foundational principles and how these technologies are ever-changing. It also allows for collaboration with other technical leaders in the industry and reinforces these key relationships. There is a wide range of presentations to be given during this symposium, including loss of shunt issues, track circuit data insights, wireless crossings, and cybersecurity. Events like this provide invaluable insight into where the industry is headed—and how you can be part of shaping that future.
Looking further ahead, be sure to mark your calendar for the AREMA 2026 Annual Conference & Expo in September in Kansas City. There have been 207 abstracts submitted, and the Program Committee will meet in early February to finalize. The number of abstracts is outstanding and provides great insight into the interest and participation this year. This Conference & Expo is one of the most anticipated events of the year, offering unmatched opportunities for technical learning, professional development, and networking with peers from across North America and beyond. Whether you are early in your career or a seasoned professional, this event is a powerful reminder of the strength
and collaboration within our industry.
Some Key AREMA Dates and information:
1. CS&IT Symposium – March 3-5 – Jacksonville, Fla. – register today to secure your seat.
2. Annual Conference & Expo – September 13-16 – Kansas City, MO – planning is currently underway for insightful educational sessions and opportunities to collaborate, including during the Education Foundation Golf Tournament, Welcome Reception, the interactive Expo, and the Young Professionals Networking Event.
3. REES 2026 – June 15-18 – Minneapolis, MN – AREMA and APTA are the joint owners of the Railway Engineering Education Symposium, offered every other year to University Professors with Engineering Programs. The focus of the event is to introduce “railway engineering” to these Professors with the hopes of increasing interest in the industry and developing new railway engineering curricula. Program Development is underway. If you know of any Universities that might benefit from this program, please share the website, www.aremafoundation.org, with them.
4. Check the AREMA website for Webinars and other educational opportunities.
If you haven’t yet set a New Year’s
JERRY
resolution—or if you’re looking to add one more—joining AREMA is a great place to start. Membership opens the door to career development, leadership opportunities, technical committees, and meaningful relationships with fellow professionals who share your passion for the industry. It’s an investment not only in your career, but also in your personal growth and long-term professional fulfillment. If you’re an AREMA Member, please renew for 2026 if you haven’t already. Thank you for your support!
As we welcome the New Year, let’s celebrate fresh starts and renewed motivation. Take care of your health, yes— but don’t forget to nurture your career and your growth as a professional. By staying engaged, continuing to learn, and connecting through organizations like AREMA, you set the tone for a year of progress, opportunity, and success.
2026 MEETINGS
FEBRUARY 4 -5
Committee 9 - Seismic Design for Railway Structures San Bernardino, CA
FEBRUARY 10-11
Committee 1 - Roadbed & Ballast Charleston, SC
FEBRUARY 18-19
Committee 7 - Timber Structures Spring, TX
MARCH 2-3
Committee 36 - Highway-Rail Grade Crossing Warning Systems
MARCH 2
Committee 39 - Positive Train Control
MARCH 3
Committee 36 - Highway-Rail Grade Crossing Warning Systems
Committee 39 - Positive Train Control
Committee 35Information Technology
FYI
Register now for the AREMA 2026 Communications, Signals & Information Technology Symposium — an event encompassing the past, present, and future of railway technology. Join us March 3–5 in Jacksonville, Fla., to explore how innovation is transforming the rail industry. Register and learn more at www.csit26.arema.org.
Stand out at the AREMA 2026 Annual Conference & Expo in Kansas City, Mo., September 13–16. Booth and sponsorship opportunities are open—claim prime visibility while top spots are available: www.conference.arema.org
Download the AREMA 365 App for essential rail resources and networking opportunities. Easy access to news, events, and educational materials lets you stay informed and connected to the industry. Download it today by searching for AREMA in your phone’s app store.
Did you know we offer a wide variety of On Demand education for learning on
your time? Browse our most popular webinars, seminars, and Annual Conferences to earn your PDH credits on the go. Visit www.arema.org to start your On Demand learning today.
If you’re looking for a podcast to binge, listen to AREMA’s Platform Chats. It features guests from every aspect of the railway industry. Catch up on all five seasons available on all your favorite listening services today.
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.
CONNECT WITH AREMA ON SOCIAL MEDIA: NOT AN AREMA MEMBER? JOIN TODAY AT WWW.AREMA.ORG
UPCOMING COMMITTEE MEETINGS
MARCH 5
Committee 38 - Information, Defect Detection & Energy Systems
Committee 37 - Signal Systems
Committee 35 - Information Technology
MARCH 6
Committee 38 - Information, Defect Detection & Energy Systems
Committee 37 - Signal Systems
MARCH 24-25
Committee 4 - Rail Lakehurst, NJ
MAY 5-6
Committee 5 - Track Charlotte, NC
MAY 14-15
Committee 8 - Concrete Structures & Foundations Pueblo, CO
MAY 19-20
Committee 15 - Steel Structures Lancaster, PA
JUNE 3-4
Committtee 9 - Seismic Design for Railway Structures Denver/Golden, CO
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. 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.
PROFESSIONAL DEVELOPMENT
Start 2026 Strong: Get Your PDHs Early and Make This the Year of Your Professional Development
Access to important professional development content is just a few clicks away with AREMA Education. Our On Demand content spans many disciplines of Professional Development Hours (PDHs) accredited courses that allow you to get your PDHs by learning from experts online without leaving your office.
BENEFITS OF LEARNING ONLINE
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.
AREMA Adds Five New Student Chapters
AREMA Student Chapters bring together university students interested in railroading at their university. Chapter members participate in group activities, go on site visits, and engage with industry professionals, all with the goal of fostering their curiosity in railway engineering. AREMA is proud to sponsor 25 Student Chapters. Please join us in welcoming our five newest Student Chapters at these colleges and universities:
• Au burn University
• Un iversity of California, Berkeley
• Ge orgia Southern University
• Ne w Jersey Institute of Technology
• Un iversity of Illinois Chicago
AREMA Student Chapters are limited to North America. However, if International inquiries are received, AREMA can provide industry information, educational opportunities, and details about AREMA membership benefits. For more details about Student Chapters visit www.arema.org.
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In
and
some
that ran
1994, Union Pacific ran Challenger No. 3985 out to Southern California
operated
excursions
between Riverside and Barstow, over Cajon Pass. This is the returning leg of the first o ne, taken at Summit, Calif., on May 21, 1994. Photography by Tom Gildersleeve, collection of Center for Railroad Photography & Art.
Santa Fe’s westbound Mail Train rolls through Summit, Calif., on November 16, 1963. Photography by Tom Gildersleeve, collection of Center for Railroad Photography & Art.
New Contracting Services
Next Generation High Performance Milling Machine
Plasser American contracting services will provide the next level of rail maintenance through the innovative Romill Urban 3 E ³ milling machine to Transit Systems as well as Freight Railroads in North America. The innovative Romill Urban 3 E ³ high-performance milling machine incorporates the next generation of electric rail milling. The Hybrid drive system with high capacity batteries will provide hours of emission-free operations with the integrated diesel engine. This provides the ability to charge the batteries and operate the machine continuously. Featuring the revolutionary new cutter head design for longer tool life and extended operational capabilities along with state-of-theart measurement technology. This compact layout fits into the tightest subway tunnels and allows easy road transportation.
