RTS January 2026

TRANSIT SYSTEM NOISE THE IMPACT OF GRINDING AND MILLING

ALSO: JANUARY 2026 | WWW.RTANDS.COM

TTC OPERATED BY ENSCO NRC CHAIRMAN’S LETTER AREMA VS: RAIL FLAW DETECTION

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VS: TIE HANDLING AND PLACEMENT

February 2018 // Railway Track & Structures 1

SIT AND LISTEN William C. Vantuono Railway Age

David C. Lester Railway Track & Structures

Railway Age, Railway Track & Structures and International Railway Journal have teamed to offer our Rail Group On Air podcast series. The podcasts, available on Apple Music, Google Play and SoundCloud, tackle the latest issues and important projects in the rail industry. Listen to the railway leaders who make the news.

Kevin Smith

International Railway Journal

Podcasts are available on Apple Music, Google Play and SoundCloud

CONTENTS

January 2026

18 COLUMNS Notebook 3 Editor’s Welcome New Editorial Board Members Cover: Transit System Noise See p. 10

DEPARTMENTS Operated by ENSCO 4 TTC Understanding URFS Technology: Advancing Track Evaluation

8 NRC Chairman’s Column 22 AREMA Message from the President

FEATURES

10

WRI: How Rail Grinding and Milling Affect Noise on Transit Systems

18

Vendor Spotlight Rail Flaw Detection

20

20

Vendor Spotlight Tie Handling

Follow Us On Social Media @RTSMag

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January 2026 // Railway Track & Structures 1

EDITOR’S NOTEBOOK

Vol. 122, No. 1 Print ISSN # 0033-9016, Digital ISSN # 2160-2514 EDITORIAL OFFICES 1025 Rose Creek Drive Suite 620-121 Woodstock, GA 30189 Telephone (470) 865-0933 Website www.rtands.com DAVID C. LESTER Editor-in-Chief dlester@sbpub.com JENNIFER McLAWHORN Managing Editor jmclawhorn@sbpub.com EDITORIAL BOARD David Clark, CSX Daniel Hampton, CSX Brad Kerchof, formerly Norfolk Southern Jerry Specht, CPKC/AREMA Robert Tuzik, Talus Associates Jeffrey Watson, Genesee & Wyoming Gary Wolf, Wolf Railway Consulting CORPORATE OFFICES 1809 Capitol Avenue Omaha, NE 68102 Telephone (212) 620-7200 Fax (212) 633-1165 ARTHUR J. MCGINNIS, JR. President and Chairman

Welcome New Editorial Board Members Strengthening The Leadership of RT&S

By David C. Lester, Editor-in-Chief

H

appy New Year to All! I hope that your holiday celebrations were gratifying, and you feel somewhat refreshed for the new year. I also want to acknowledge that I’m sure several of you didn’t find the holidays that enjoyable because of personal circumstances in your life. While the world casts the holidays as a time of joy and celebration, many folks are going through difficult times and are not in the holiday spirit.

On a brighter note, we’d like to welcome three new members to our Editorial Board –– David Clark, Director of Construction Engineering at CSX; Dan Hampton, Director of Contract Services at CSX; and Jeffrey Watson, Vice President of Engineering at Genesee & Wyoming. In 2025, David Clarke from the University of Tennessee and Scott Sandoval of Genesee & Wyoming rolled off the Board, and we thank them for their years of service.

As a refresher, here is the complete Editorial Board, in alphabetical order: David Clark, CSX; Dan Hampton, CSX; Brad Kerchof, formerly of Norfolk Southern; Robert Tuzik, Talus Associates; Jeffrey Watson, Genesee

& Wyoming; and Gary Wolf, Wolf Railway Consulting. We are very grateful to these folks for agreeing to serve on our Board, and their input is invaluable. We will continue to work with this group in the coming year to make RT&S stronger and even more relevant to the railroad engineering community.

A special treat we’re introducing this year is a periodic section referred to as the “Gildersleeve Files.” This is a series of historic railroad photographs that we will publish as often as we can, depending on space. Tom Gildersleeve is an engineer (not rail) but a longtime and devoted railroad enthusiast and photographer who has been photographing railroads since the 1950s. His works are spectacular and presented in RT&S with the permission of the custodian of these images, the Center for Railroad Photography and Art in Madison, Wisconsin. For those who read our November 2025 issue, you were treated to one of Tom’s most famous images on page 32, the American Freedom Train, made just before dawn on December 22, 1975. Many consider this to be one of the most famous railroad photographs of all time. Below is another gem from Tom’s collection.

Photography by Tom Gildersleeve, collection of Center for RailroadPhotography & Art

JONATHAN CHALON Publisher MARY CONYERS Production Director NICOLE D’ANTONA Art Director HILLARY COLEMAN Graphic Designer JO ANN BINZ Circulation Director MICHELLE ZOLKOS Conference Director CUSTOMER SERVICE: 847-559-7372 Reprints: PARS International Corp.

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

Union Pacific’s City of Los Angeles still operated in two sections in 1964. Here we see the Pullman section climbing eastbound around Sullivan’s Curve in Cajon Pass on July 11, 1964.

A Tuscan Red car from the Pennsylvania Railroad is visible in the train in the background.

Railway Track & Structures #860-560 (ISSN #0033-9016) is published monthly with a special Buyer’s Guide issue in December by Simmons-Boardman Publication Corporation, 1809 Capitol Avenue, Omaha, NE 68102-4905. Printed in the USA. Periodicals postage paid at Omaha, NE and additional mailing offices.

Subscriptions: Qualified individual and railroad employees may request a complimentary subscription.

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For Subscriptions & address changes, please call (US, Canada & International) +1-847-559-7372, Fax +1 (847) 291-4816, e-mail rtands@omeda.com or write to: PO Box 239, Lincolnshire IL 60069-0239 USA. COPYRIGHT © Simmons-Boardman Publishing Corporation 2026. All rights reserved.

Contents may not be reproduced without permission. For reprint information contact: PARS International Corp., 102 W 38th St., 6th Floor, New York, NY 10018 Phone (212) 221-9595 Fax (212) 221-9195.

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

January 2026 // Railway Track & Structures 3

TTC OPERATED BY ENSCO

Understanding URFS Technology: Advancing Track Evaluation Ultrasonic Rail Flaw Detection Michael DeLibero, Ultrasonic Technologies Manager, ENSCO, Vienna, VA

Why Ultrasonic Rail Flaw Detection Matters Rail infrastructure is one of the most vital components of modern transportation, moving billions of tons of freight and millions of passengers every year. However, rails are subject to intense mechanical stress, environmental exposure, and wear.

Over time, small internal cracks can form within the rail steel; cracks that are invisible to the naked eye but can grow into catastrophic failures. If left undetected, these flaws can lead to rail breaks, derailments, and costly damage to equipment and infrastructure.

Ultrasonic testing (UT) is the cornerstone technology for identifying these

hidden defects. It works by transmitting high-frequency sound waves into the rail and analyzing the reflected echoes to construct a profile of the internal structure. This non-destructive testing method can locate, size, and characterize subsurface cracks long before they become safety threats. Each ultrasonic scan generates a data view called a B-scan, which reveals reflections from internal anomalies that may correspond to cracks, inclusions, or voids in the metal.

Across North America, railroads conduct extensive ultrasonic inspections every year to identify internal rail defects and ensure network safety. Despite these efforts, the industry continues to push for

Figure 1. B-scan Image Representation Illustration showing an ultrasonic probe transmitting sound waves into a cross-section of a rail. Echo reflections from cracks form a profile view used to identify internal flaws.

4 Railway Track & Structures // January 2026

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TTC OPERATED BY ENSCO

faster, more reliable, and more autonomous inspection technologies to enhance safety and operational efficiency.

Engineering for Accuracy and Efficiency Traditional ultrasonic rail inspections are typically performed with hi-rail vehicles, trucks equipped with rail wheels that allow them to travel along the track. While accurate, these systems are limited to speeds of roughly 20–50 miles per hour. This limits the frequency and coverage of inspections across extensive rail networks.

In recent years, innovation has focused on transferring UT systems from roadrail vehicles to dedicated rail-bound carriages capable of inspecting at higher speeds. These high-speed systems can cover more territory, increase data collection efficiency, and minimize disruption to normal railway operations. Yet, this shift introduces complex mechanical and dynamic challenges that must be overcome through rigorous engineering and testing.

The challenge lies in ensuring the ultrasonic probe wheels, which transmit and receive sound waves, remain precisely aligned over the rail head during travel. In conventional train wheels, tapered treads help keep the train centered between the rails. However, for an ultrasonic carriage, even slight lateral motion can misalign the probe, degrading signal accuracy. To solve this, modern ultrasonic carriages employ split axles, allowing both the left and right sides of the carriage to move independently and dynamically adjust its gauge.

Pneumatic or hydraulic systems actively press the wheels against the rail to maintain alignment.

This solution introduces another complexity: maintaining stability. The applied forces that center the wheels also increase the risk of derailment, especially during high-speed turns or when traversing track features like frogs and switches.

Engineers counteract this by tuning the system to the Nadal limit, balancing lateral and vertical forces to ensure stability at speed. Achieving this balance requires both theoretical modeling and real-world validation under various conditions.

TTC’s Role in Enabling Innovation The Transportation Technology Center (TTC) in Pueblo, Colorado, plays a critical role in advancing technologies like rtands.com

high-speed ultrasonic inspection. The facility offers a unique combination of controlled infrastructure, expert staff, and operational support that enables vendors to design, test, and validate new inspection systems under real-world conditions.

When ENSCO began developing its 50-mph ultrasonic carriage, TTC provided invaluable infrastructure and expertise. The facility features multiple specialized tracks: • RTT (Rail Test Track): a high-speed loop ideal for performance and stability testing.

• PTT (Precision Test Track): a line with intentional geometry perturbations to evaluate dynamic stability.

• Defect Farm: a dedicated section of rail containing known, cataloged flaws for blind accuracy testing.

This combination of test environments allows developers to assess both the

mechanical stability and inspection accuracy of their systems. TTC also provides exclusive track authorization, a critical advantage. Developers can secure full-day, bidirectional access to the tracks without interference from other operations. This level of control is rarely possible on active railroads, where freight and passenger trains take priority.

Infrastructure and Support for Applied Research Beyond the test tracks, TTC offers extensive logistical and technical resources that simplify complex installations and test campaigns. The facility maintains railcars, machine shops, and utilities to accommodate large-scale mechanical work. ENSCO, for example, was issued a dedicated railcar onto which its ultrasonic equipment, weighing several thousand pounds, was integrated into the vehicle.

Figure 2: Split Axle Mechanism Diagram showing a split axle assembly where each wheel can move independently, with pneumatic actuators maintaining proper alignment and pressure on the rail head.

January 2026 // Railway Track & Structures 5

TTC OPERATED BY ENSCO

TTC’s staff expertise also played a crucial role. Its engineers and technicians, skilled in hydraulics and pneumatics, assisted during installation and troubleshooting.

During winter testing, TTC technical staff identified and resolved a pneumatic pressure issue caused by a frozen dryer port, helping ensure the system’s reliability in cold-weather conditions.

Additionally, the TTC machine shop provided on-site component modification capabilities, saving valuable time during iterative development. The combination of infrastructure, personnel, and procedural support made TTC not just a test site, but an active partner in the research and development process.

The Rail Flaw Defect Farm: A Benchmark for Validation TTC’s Rail Flaw Defect Farm provides a controlled environment where ultrasonic vendors can conduct blind validation tests against known artificial and natural defects. Because operational railroads

remove any defective rail for safety, such testing is rarely possible elsewhere.

Customers will often ask for accuracy relative to standards such as AREMA or EN 16729.

At TTC, the defect farm is independently managed, ensuring impartiality and confidentiality. Vendors do not have prior knowledge of defect types, locations, or sizes—allowing for genuine performance benchmarking, which define criteria for artificial defects used in ultrasonic system evaluation.

Mechanical Requirements for a UT Carriage Developing a high-speed ultrasonic carriage requires careful attention to several mechanical design factors: 1. Probe Alignment: Ensuring that the ultrasonic transducers maintain precise contact and alignment with the rail head.

2. Split Axle Dynamics: Allowing independent wheel movement

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while maintaining controlled gauge pressure through pneumatics or hydraulics.

3. Downforce Control: Applying sufficient downward force to prevent wheel climb or derailment, tuned to dynamic limits such as the Nadal criterion.

4. Track Work Compatibility: Guaranteeing safe travel through frogs, switches, and crossings at speed.

This may require design features like guardrail filler plates or adaptive suspension.

5. Environmental Resilience: Testing across a range of temperatures and surface conditions to confirm reliability in all climates.

TTC’s combination of diverse track geometries and environmental conditions enables developers to validate each of these design aspects. TTC’s varied track geometries, including turnouts, crossings, and guardrails, provide realistic conditions for

Federal Regulations Workplace Safety

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FRA Part 237 establishes Federal safety requirements for railroad bridges. This rule requires track owners to implement bridge management programs, which include annual inspections of railroad bridges, and to audit the programs. Part 237 also requires track owners to know the safe load capacity of bridges and to conduct special inspections if the weather or other conditions warrant such inspections. Updated July 1, 2025.

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TTC OPERATED BY ENSCO

testing both safety and functionality.

Case Study: ENSCO’s High-Speed Ultrasonic Carriage Development Between 2023 and 2024, ENSCO partnered with TTC to develop a next-generation high-speed ultrasonic inspection carriage capable of 50 mph operation; a significant step forward in inspection efficiency. Using TTC’s resources, ENSCO was able to: • Integrate and install several thousand pounds of ultrasonic hardware beneath a dedicated railcar.

• Utilize the embedded-rail shop for safe and precise installation.

• Test dynamic stability on both RTT and PTT tracks.

• Conduct cold-weather and defect farm trials.

• Iteratively tune hydraulic and pneumatic systems to maintain gauge alignment and stability.

Throughout this process, TTC provided the logistical backbone and technical

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collaboration needed to ensure that the design was both safe and effective for eventual field deployment. The partnership exemplified how applied research at dedicated test facilities directly contributes to advancing industry standards for safety and inspection reliability.

and research facilities can transform the capabilities of rail inspection. The resulting systems not only increase the frequency and coverage of inspections but also enhance the accuracy of defect detection, helping rail operators prevent failures before they occur.

Advancing the State of Ultrasonic Rail Inspection The evolution of ultrasonic inspection from slow, manual processes to highspeed, automated systems represents a major leap in railway safety and efficiency. Facilities like TTC make this progress possible by bridging the gap between laboratory innovation and fieldready solutions. By offering comprehensive testing environments, skilled staff, and f lexible track access, TTC enables engineers to experiment, validate, and refine systems under realistic conditions.

ENSCO’s development of a high-speed ultrasonic carriage demonstrates how collaboration between technology providers

Conclusion Ultrasonic rail f law detection remains an essential safeguard for the global rail industry. As inspection demands grow and networks expand, the need for faster and more reliable systems intensifies. Through engineering innovation, applied research, and partnerships like those between ENSCO and TTC, the industry continues to advance the science of track evaluation.

By enabling the development and validation of technologies like high-speed ultrasonic carriages, TTC supports a safer, more efficient, and more resilient rail network, one where hidden defects are detected before they can endanger lives or disrupt operations.

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January 2026 // Railway Track & Structures 7

NRC CHAIRMAN’S COLUMN

Appreciating Your History Will Enhance Your Future

I

c on fe s s t hat w h i le I love to w atch a go o d ga me on tele v ision, I a l s o enjoy w atch i ng t he H i s tor y C ha n nel . I appre c iate h i s tor y. Not t he k i nd s ome of u s had i n s cho ol w here we had to memor i z e d ate s a nd lo c at ion s . But t he k i nd of h i s tor y t hat g ive s u s c onte x t for ou r i ndu s t r y, ou r c om mu n it y, a nd ou r c ou nt r y, t hat e xempl i f ie s ou r c ore v a lue s a nd b el iefs , helps u s to avoid m i s t a ke s of t he pa s t , a nd ident i f ie s re a l t r a i lbla z ers a nd hero e s .

Appre c iat i ng h i s tor y b e g i n s w it h ge t t i ng to k now memb ers of you r ow n fa m i ly l i ne a ge a nd i nt ro duci ng t hem to you r ch i ld ren . You c a n ne ver t r u ly move for w a rd u nt i l you k now w here you’ve b e en . A s a t h i rdgener at ion r a i l roader, I a m ble s s e d to have ma ny role mo del s i n t he fa m i ly bu si ne s s t hat c a me b efore me . My g r a nd fat her, Jo e Sr., bu i lt t r ac k a s a ga ng forema n on t he E r ie R a i l road . My fat her, Jo e Jr., a nd my au nt s , u nc le s , a nd c ou si n s a l l fol lowe d a long t he s a me t r ac k . T he y demon s t r ate d pa s sion, a s t rong work e t h ic a nd v a lue s , a nd t au g ht me how to bu i ld t r u s t w it h b ot h v a lue d c u s tomers a nd c o -workers . T hei r hone s t y a nd c om m it ment to qu a l it y s er v ic e forge d suc c e s s for t hem a nd for me to o.

O u r i ndu s t r y i s a sp e c ia l one . I ’ve b enef it te d f rom h i s tor y w it h ot hers i n t he r a i l i ndu s t r y to o: lab orers a nd op er ators , sup ers a nd foremen, c u s tomers , G C s , suppl iers , a nd subs . We c a n a l l le a r n f rom e ach ot her. Rememb er i ng you r proje c t h i s tor y a nd work i ng relat ion sh ips helps you avoid c os t ly m i s s te ps , apply b e s t pr ac t ic e s , a nd put t he top -p er for m i ng p e ers a nd pa r t ners toge t her for f ut u re proje c t te a m s .

I n t he ne x t c ouple of ye a rs , t he N RC w i l l c elebr ate it s 5 0 t h a n n ivers a r y. I n pre pa r at ion for t h i s sig n i f ic a nt m i le s tone , ou r a s s o c iat ion lau nche d a ne w i n it iat ive e a rl ier t h i s ye a r to re c ord ke y d ate s , e vent s , a nd p ers on nel i n ou r h i s tor y si nc e ou r fou nd i ng i n 1978 .

Ple a s e t a ke a fe w m i nute s to che c k out t he N RC H i s tor y P roje c t on ou r website at w w w.n rc ma .org / h i s tor y.

8 Railway Track & Structures // January 2026

You’ l l le a r n ab out t he si x pivot a l c ont r ac tors w ho c a me toge t her i n t he 1970 s w it h t he ide a to for m a n a s s o c iat ion for t hei r mut u a l b enef it .

You’ l l d i s c over t he N RC ’s c om m itment to s a fe t y s t a r te d r ig ht f rom t he b e g i n n i ng. You w i l l appre c iate s ome c olor f u l p ers ona l it ie s , s ome h it s a nd m i s s e s , a nd ke y de c i sion s t hat prov ide d t he moment u m to ma ke t he N RC a c on s e quent ia l, dy na m ic orga n i z at ion t hat s t reng t hen s t he role of c ont r ac tors a nd suppl iers i n t he r a i l i ndu s t r y.

BEING NRC CHAIRMAN HAS BEEN ONE OF THE GREATEST HONORS OF MY LIFE. T he N RC H i s tor y P roje c t i s a work i n prog re s s . We’ d appre c iate i nput f rom ot hers i n t he N RC c om mu n it y to ident i f y a l l of ou r pa s t cha i rp ers on s , c on ferenc e lo c at ion s , a nd ot her ke y e vent s . Ple a s e ema i l you r i n for mat ion or i ma ge s relate d to N RC h i s tor y to i n fo @n rc ma .org.

My 36 -ye a r h i s tor y w it h t he N RC – f i rs t a s a memb er, t hen a s a c om m it te e memb er a nd cha i r, b oa rd memb er, a nd now a s cha i r ma n – ha s b enef it te d a nd ble s s e d me i n c ou ntle s s w ay s . T he N RC of ten tout s it s v a lue i n c on ne c t i ng le aders a nd profe s siona l s f rom ac ros s ou r i ndu st r y. I c a n at te s t to t hat! O u r N RC ha s fac i l it ate d i n nu mer able i ndu s t r y c on ne c t ion s at a n nu a l c on ferenc e s , ot her ac t iv it ie s , a nd e vent s .

T he s e c on ne c t ion s have adv a nc e d ou r i ndu s t r y to ne w heig ht s . I a m e xc ite d to have b e en a nd c ont i nue to b e pa r t of it a s we le a r n f rom ou r h i s tor y a nd g row for t he f ut u re .

T h i s i s my f i na l c olu m n a s N RC cha i r ma n . W h i le I s ad ly don’t have enou g h ro om here to re c og n i z e e ver yone , I ’ d l i ke to t ha n k a fe w

p e ople w ho have made my s er v ic e w it h t he N RC pa r t ic u la rly f u l f i l l i ng.

Fi rs t , t ha n k you to my i m me d iate fa m i ly a nd my bu si ne s s fa m i ly for supp or t i ng my N RC ac t iv it ie s a nd t i me c om m it ment s . I a m hu mble d a nd g r at i f ie d to have s er ve d w it h s o ma ny i ndu s t r y a l l-s t a rs – memb ers of t he N RC B oa rd a nd E xe c ut ive C om m it te e – pa r t ic u la rly pa s t cha i r men M i ke C hoat , Ji m Ha n s en, a nd Ste ve B olte . I ’ d a l s o l i ke to re c og n i z e N RC P re sident A sh le y Wiela nd , TGA P r i nc ipa l Mat t Gi n sb erg , a nd ou r v a lu able ot her s t a f f w ho ke pt me on t r ac k a nd made me lo ok s o go o d . B ei ng N RC cha i r ma n ha s b e en one of t he g re ate s t honors of my l i fe . Now, I a m pa r t of N RC h i s tor y.

Fi na l ly, c ong r at u lat ion s to Cu r t i s Bi low, t he ne w N RC cha i r ma n, a nd t ha n k you to a l l of t he N RC memb ers for you r supp or t a nd , mos t re c ent ly, for at tend i ng ou r suc c e s sf u l a n nu a l c on ferenc e i n Hol ly wo o d , F lor id a .

I f h i s tor y i s a ny jud ge , c on ne c t ion s made at t hat c on ferenc e a nd t h rou g h ot her N RC ac t iv it ie s w i l l en ha nc e you r bu si ne s s a nd c a re er for ma ny ye a rs to c ome . “ We a re n’t ju s t in thi s indu s t r y. We a re thi s indu s t r y! ”

JOE DALOISIO Chairman, National Railroad Construction and Maintenance Association (NRC)

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WRI: RAIL GRINDING AND MILLING

Briony Croft, Director of Sahaya Consulting (Canada) and Acoustic Studio (Australia).

HOW RAIL GRINDING AND MILLING AFFECT NOISE ON TRANSIT SYSTEMS

10 Railway Track & Structures // January 2026

specific use-case and each capable of producing varying acoustic roughness and noise outcomes.

Rail grinding and milling are standard and necessary maintenance activities. They are used to remove mill scale on new rail, implement specific profiles, restore profiles following wear, and remove or mitigate the severity of RCF (rolling contact fatigue) and other surface defects.

“Operations that aim to change the profile

shape target a relatively high metal removal rate of one millimeter or more,” Briony Croft, Director, Sahaya Consulting and Acoustic Studio, told attendees at the 2025 Wheel/Rail Interaction Rail Transit conference. “Preventive grinding, on the other hand, targets a much lower level of metal removal, typically around 0.2 millimeters.” Acoustic grinding is a surface-polishing activity; the aim is to remove rtands.com

Photo Credit: Mike Yuhas

A

well optimized wheel/rail interface is a quiet wheel/rail interface. In the rail transit environment, there are many technologies and strategies to reduce wheel/rail-generated noise, and they tend to focus on reducing rail roughness.

Standard rail grinding, acoustic rail grinding, rail milling, and specialized acoustic grinding machines are the tools of the trade, each with a

By Jeff Tuzik

WRI: RAIL GRINDING AND MILLING

as little metal as possible—less than 0.1 mm— and leave the rail profile effectively unchanged.

Figure 1 shows an example of a typical acoustic roughness graph; the wavelength in millimeters is on the X-axis and roughness in decibels on the Y-axis. “Roughness decibels loosely translate to acoustic decibels (noise), so a change in roughness decibels will approximately correlate to a change in noise level,” Croft said. The two lines on the chart represent different ISO standards. The solid line is ISO 3381 (2005); the dotted line is ISO 3095 (2013). The current version of ISO 3381 adopted the ISO 3095 reference roughness spectrum, which represents a very low level of rail surface roughness and, thus, track that is in very good acoustic condition.

The ISO standards were never intended to be used as grinding specifications, however. They were developed for testing vehicles, Croft said.

The standard essentially represents rail that is so “smooth” that it contributes very little to the combined roughness in the wheel/rail interface, so that vehicle-generated effects can be more clearly identified.

Rail roughness wavelength, combined with

Figure 1. A typical acoustic roughness graph.

Figure 2. Grindstones of varying grit/roughness and the surface finish each is capable of producing. Images: Loram

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January 2026 // Railway Track & Structures 11

WRI: RAIL GRINDING AND MILLING

the speed of the train, determines the frequency of the noise that is generated. For a transit system operating at 60 mph, for example, the area of interest falls between roughness wavelengths in the 10-mm to 80-mm range (as indicated by the yellow lines in Figure 1). “Between these lines is where we’re interested in potential

noise effects,” Croft said.

Figure 2 shows a comparison of grindingstone grit (standard/low-grit, medium, and fine/ high-grit) and the associated post-grind finish that can be achieved by each stone. “You can’t really tell how much noise a rail is going to make just by looking at surface micro-roughness, but

Figure 3. Acoustic roughness data from three wheels immediately after being re-trued.

it’s nonetheless an important measurement to make, and easily done via a handheld surface measuring device,” Croft said.

Wheel Roughness In wheel/rail interaction, no component exists in a vacuum. Roughness at the wheel/rail interface is the combined result of both wheel and rail characteristics. Figure 3 shows an acoustic roughness graph with the ISO 3095 reference. The graph shows the acoustic roughness of three wheels measured immediately after re-truing (each wheel was machined by a different lathe). As indicated by the dashed red line, one wheel has peak at 20 mm. “That’s right in the area of concern for noise, and it’s quite high above the reference spectrum,” Croft said. “The blue wheel has broadband high roughness in the frequency range of interest. Only the green wheel shows what I’d call a good outcome.”

However, once these wheels went into service, the roughness peaks wore in very quickly, Croft said. The wheels shown in Figure 4 are not the same wheels from Figure 3, but they were turned by the same lathe that introduced the concerning 20-mm peak. These wheels, which were measured 3,300 miles after being turned, fall well within or below the ISO 3095 reference. “It’s quite common on transit systems that rail roughness is more important for noise generation than wheel roughness, particularly on vehicles with disc brakes and when the rail steel is relatively harder than the wheel steel,” she said.

Standard (Non-Acoustic) Grinding: Comparisons Figure 5 shows acoustic roughness outcomes measured immediately after grinding on six rail transit systems (from North America and Australia). The chart includes examples of standard maintenance/preventive grinding using medium-grit stones. The characteristics and magnitude of the various peaks between 20-mm and 50-mm wavelengths are a function of grinding speed, grindstone diameter, and module amperage (the downward force applied to each grind module), Croft said. As a result of this variability, some peaks emerge as much as 15 dB above adjacent bands. “The results here are quite good for standard grinding, but it’s worth noting that more aggressive profile grinding using coarse/ low-grit stones would produce significantly higher roughness.”

Figure 4. Wheels measured 3,300 miles after being re-trued.

All have worn into a condition of very low acoustic roughness.

12 Railway Track & Structures // January 2026

Acoustic Grinding: Comparisons There has been a lot of work, over the years, to push standard grinders to the edge of their capabilities in order to produce better acoustic grinding results. Figure 6 shows some of these rtands.com

WRI: RAIL GRINDING AND MILLING

results. The green lines represent early acoustic grinding efforts in Australia. “This was a project that attempted to develop an acoustic grinding process using the available standard grinding equipment,” Croft said. The objective was to shift the typical grinding-induced roughness peaks (usually in the 20-mm to 50-mm frequency) to the left, or to longer wavelengths, which are closer to the ISO 3095 reference. “They managed to shift the peaks out to 100 mm,” she said. “And in practice, the roughness at shorter wavelengths wore down quite quickly as well.”

The yellow and blue lines represent North American transit systems experimenting with standard grinding equipment but much highergrit (finer) stones. While there is a good deal of variation in the results, they show that roughness measurements in the area of concern for noise generation (10 mm to 80 mm) are within 5 dB of the ISO 3095 reference line.

Milling: Comparisons The acoustic roughness graph in Figure 7 shows the results of milling on several Australian transit properties. “It’s very important to note that these results are all from a milling machine that doesn’t have a polishing stone,” Croft said.

Many milling machines include a polishing stone or a follow-up polishing process, similar to a high-grit grindstone, that rotates parallel to the track, rather than perpendicular (as in standard rail grinding) to leave behind a highly polished and non-faceted surface finish.

“Without the polishing step, you can see that outcomes are not particularly smooth,” she said. “The decibel peaks are not as distinct as in a standard grinding scenario and are more broadband.” The outcomes are also quite variable, with peaks in the area of concern for noise as high as 10 dB above ISO 3095. Clearly, the polishing step is of critical importance to achieve optimal acoustic results from milling.

“New” Technology in Acoustic grinding Although unavailable or only recently introduced to North America, there are a number of grinding machines and technologies that are particularly, but not exclusively, designed to operate in an acoustic grinding mode. One such example is Rail Technology’s Silent Track grinder, which, unlike traditional rail grinders, uses longitudinally reciprocating grindstones that leave a finish that looks less like the arcing pattern of a standard grind signature and more like that of a post-milling, post-polishing surface. Data provided by Rail Technology from yard trials shows an absence of sharp peaks and thus of tonal noise, Croft said. The acoustic roughness is also below ISO 3095 for rtands.com

the entire spectrum.

Vossloh developed the HSG-City grinder, which leaves a distinctive cross-hatched grind signature due to the shape and orientation of the grindstones. Additionally, the stones rotate passively, driven instead by the grinder’s forward motion. Acoustic roughness

data provided by Vossloh shows the average measurements from two different sites with lines indicating measurements taken at two days, two weeks, and five weeks post-grind.

Like the Silent Track results, the HSG-City results show no sharp peaks in the roughness spectrum and roughness decibels at or below

Figure 5. Post-grind acoustic roughness data from six transit systems.

Figure 6. Data from several transit systems showing the results of experimentation with acoustic grinding using standard grinding equipment and fine grindstones.

January 2026 // Railway Track & Structures 13

WRI: RAIL GRINDING AND MILLING

ISO 3095. “I can’t speak to [these newer technology grinders’] efficacy on harder rail steels or at higher rates of metal removal,” Croft said, “but it speaks to the fact that sub-ISO 3095 acoustic grinding results are certainly achievable.

The Plasser Atmo block grinder is another grinding technology that has operated for many years in the EU, but is not currently available in North America. Like the Silent Track grinder, the Atmo uses longitudinally reciprocating blocks, and is therefore expected to give a good acoustic outcome.

Figure 7. Post-milling acoustic roughness from multiple Australian transit systems.

Note that the rails have not undergone the standard post-milling polishing process.

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Worn-in Roughness All of the previously shown acoustic roughness graphs are from measurements made very shortly after grinding/milling/acoustic grinding. But longer-term acoustic roughness measurements can look quite different once the rail has worn in, Croft said. In standard or softer rails steels (around 260 HB) many of the grinding-induced peaks in the spectrum of interest for noise (20 mm – 50 mm) can wear down to below the ISO 3095 reference. The same is true for the entire range of the 10-mm to 80-mm wavelengths of concern for noise.

Figure 8 shows data from two transit systems

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with very low acoustic roughness on well-wornin rail. “It’s nice to work on a system where the rail gets smoother over time, but that doesn’t always happen,” Croft said. The particular mechanisms that cause some systems to get smoother over time and others to get rougher are not well understood.

Figure 9 shows worn-in roughness data from Seattle’s Sound Transit, which uses harder rail steels. “Sound Transit is one of those systems where roughness increases over time, and grinding and polishing tends to reduce roughness and noise,” Croft said. Elsewhere, such as in Sydney, grinding tends to increase roughness and noise relative to the worn-in state. Unfortunately, the data presents no clear answers on this paradoxical-seeming behavior.

Modeling Rolling Noise To develop a quantifiable and objective sense of how various grinding technologies and strategies affect rolling noise, Croft modeled a number of scenarios using Train Noise Expert (TNE) modeling software. The scenarios she modeled were: Continued on page 28

Figure 8. Acoustic roughness data showing well-worn-in (not recently ground/milled) rail.

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January 2026 // Railway Track & Structures 15

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18 Railway Track & Structures // January 2026

verification and secure reporting, delivering detailed data that helps railroads act fast and plan smarter. Vision systems add another layer of insight, while ASNT Level II experts interpret findings to ensure accuracy.” Herzog Services, Inc. says the industry relies on it to “reduce risk, extend rail life, and support safer, more reliable operations.”

Wabtec tells RT&S it “is redefining rail flaw detection with advanced ultrasonic technologies and AI-driven analytics that deliver unmatched accuracy and efficiency.

Building on innovations like auto-alignment of roller search units and predictive run-on-run data comparison, Wabtec enables proactive maintenance and maximized asset availability.”

Additionally, its “recent acquisition of Evident further strengthens Wabtec’s portfolio, integrating cutting-edge nondestructive testing (NDT) solutions into its inspection suite. This synergy accelerates

the evolution of rail flaw detection, offering railroads a comprehensive, future-ready approach to safety and reliability.”

ENSCO’s Ultrasonic Rail Flaw System (URFS) “combines precision engineering and proven reliability to deliver advanced ultrasonic inspection for railway infrastructures. Designed for deployment on Hi-Rail and Rail-Bound vehicles, the URFS uses innovative wheel probe assemblies to inspect the full rail cross-section, detecting internal and surface defects in the head, web, and base. Each wheel probe includes multiple ultrasonic transducers at zero-, 45-, and 70-degree angles, with side-looking probes enhancing detection of head/ web separations and other critical defects.

“The system integrates seamlessly with advanced user interfaces, providing real-time A-scan and B-scan data, defect mapping and interpretation through advanced algorithms and artificial intelligence, and profile visualization. Recent rtands.com

Photo Credit: Herzog Services, Inc.

R

ail flaw detection is a preventive measure used to identify hidden defects in rail that could lead to possible derailments. RT&S sent inquiries across the industry to gather the best rail flaw detection methods available on the market. Ultrasonic testing vehicles and the use of digital twins make up this month’s spotlight.

Herzog Services, Inc. has “an industry-leading uptime [and] gives railroads a clearer view of what is happening beneath the surface of their tracks. Using a fleet of specialized ultrasonic rail testing vehicles, the company identifies internal rail defects before they can turn into costly service interruptions or safety risks. Its multi-channel ultrasonic systems and phased array technology scan rail with precision, even at speed, allowing crews to cover more territory within tight track access windows.”

The company says that each vehicle “pairs advanced sensing tools with onboard

By Jennifer McLawhorn, Managing Editor

RAIL FLAW DETECTION

grinding strategies that maximize rail life and reliability improvements. VR software and patented digital twin approach helps quantify why to grind (life extensions and cost benefits), where to grind (frequency and schedule, and how to grind (rail profile and metal removal needed).

“Ultimately, digital twins provide location-specific grinding strategies to maximize track life. The users compare how each alternative grinding strategy will impact their track life extension, return on investment and capital plans before they implement the changes in the field.

The virtual testing of grinding strategies is performed by physics-based models and track data. With this approach, the simulated grinding strategy accounts for local rail condition, traffic and wheels,

friction management, material selection, track geometry, and more.

“Loram’s digital twin models are expanding, including connecting the impact of grinding on multiple track systems like wheel-rail interface, ties, ballast, and substructure, and evaluating new failure modes like squat/stud defects.

The software is modular to allow the users and their partners to input new digital twins and models and use these models in real-world applications.

“Once the grinding strategy is optimized and chosen, Loram’s series of scheduling tools can help determine how to implement the grinding strategy in the most efficient way and monitor the compliance to ensure the grinding strategy is being executed as planned.”

Plasser American’s ultrasonic system can test at speeds up to 45 MPH and maintain its pulse density by firing the transducers at a fixed 4mm distance.

Photo Gredit: Plasser American

testing and refinement through applied research at the Transportation Technology Center (TTC) have further improved inspection stability, cold-weather resilience, and detection accuracy.”

Plasser American Corporation offers its “state-of-art Ultrasonic Rail Flaw Detection system [that] is designed as a continuous data collection system with postprocessed analysis as well as real-time display and defect monitoring. All software applications are native Windows 11 64-bit.

The ultrasonic system can test at speeds up to 45 MPH and maintain its pulse density by firing the transducers at a fixed 4mm distance. The system has Enhanced Pattern Recognition with adaptive learning capabilities and can make real-time as well as postprocessed decisions on suspect indications.”

The company says its Ultrasonic solutions are available both for sale and as service. As well, “these systems can be mounted on Hi-Rail trucks of different sizes (From Freightliner M2s to F-250s) or rail bound cars. Plasser has an in-house line scan camera system and joint bar detection system that is compact enough to be installed on any of our existing platforms.

All of our contracted Hi-Rails include the Ultrapass – Plasser American’s walking stick with GPS and optional tablet with Plasser testing software. Our experienced workforce can perform both stop and verify and continuous testing. For continuous testing our Connecticut office works around the clock to provide the results within 24 hours. Plasser American is also offering raw data analysis and verification services for existing Plasser or non-Plasser Ultrasonic systems.”

One of Loram’s newest technologies is its Loram Virtual Rail (VR). Loram says it “uses digital twins on railroads to plan

rtands.com

January 2026 // Railway Track & Structures 19

TIE HANDLING

Managing Editor

HANDLING

T

Loram’s slot trains can load/unload ties by utilizing the excavator that moves the entire length of the joined cars (up to 378 feet).

Planning, installing, and treating ties are all part of essential maintenance for railroads.

ie handling remediation, plugging, and replacement are necessary to extend the life of ties.

WVCO Railroad Solutions says its’ SpikeFast® ES-50 “is the proven solution for tie remediation, anchoring spikes with comparable strength to un-spiked hardwood ties, providing exceptional holding power to mitigate gauge issues. Used by Class 1 railroads, short line railroads, and contractors, SpikeFast® ES-50 is a dual-component, non-foam 100% solid polyurethane product, easy to apply with minimal equipment maintenance and clean up. Its quick cure time allows for high production rate, delivering excellent gauge holding and dynamic rail roll over for existing crossties.

SpikeFast® ES-50 is dispensed from hand-held applicators (using 450ml cartridges or our new 1500 XL cartridges) or 200-gallon returnable steel totes through a uniquely designed, pressure/temperature-controlled meter.”

RELAM (Railway Equipment Leasing and Maintenance) tells RT&S that it “understand[s] that effective tie maintenance is critical to ensuring safe, reliable, and efficient rail operations. To support maintenance-ofway programs of any scale, RELAM offers 20 Railway Track & Structures // January 2026

a comprehensive lineup of equipment engineered for efficient tie handling, placement, plugging, and removal. RELAM can supply complete tie production teams or individual high-production machines, including spike pullers, tie exchangers, tie cranes, and spike drivers. Among these offerings is the Nordco TRIPP Tie Exchanger—a proven, high-performance solution designed for rapid, precise tie replacement. Its productivity and accuracy help reduce track occupancy time while maximizing output on large-scale maintenance projects. The RELAM fleet also includes Knox Kershaw and Kershaw Tie Cranes, recognized for their rugged construction and precise maneuverability. These machines pair seamlessly with a wide range of tie carts, enabling efficient transportation and placement of ties along the right-of-way. RELAM continues to incorporate advanced technologies into its production teams, such as MOW anchor spreader–spike puller combination units and the Racine TOWD tow-behind OTM scrap reclaimer. These innovations help reduce operating costs by minimizing equipment count and labor requirements while maintaining high production levels. With RELAM’s tie

maintenance solutions, customers benefit from increased efficiency, lower total project costs, and enhanced jobsite safety. Flexible leasing options provide access to late-model equipment without the capital investment of ownership.”

Loram offers the “7000 series self-powered slot trains (SPS 7000 series), pulled by a 3,600 HP 6-axle drive power unit, [that] sets the standard for power and versatility in tie replacement and removal. Loram’s slot trains can load/unload ties by utilizing the excavator that moves the entire length of the joined cars (up to 378 feet). These machines pick up and offload ties and other material that either needs to be placed or removed during maintenance operations. Tie Set Out (TSO) leverages Loram’s AURORA technology to precisely deliver railroad ties. By utilizing collection data from the Aurora system, TSO generates drop files that systematically guide the excavator operator in how many ties to drop in a given location. Accurate placement of ties allows gangs to complete projects faster by minimizing the need for secondary handling. Excavators equipped with the Loram TSO system are in use at multiple Class Is.” rtands.com

Photo Credit: Loram

TIE

By Jennifer McLawhorn,

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 From Railway Age, RT&S and IRJ GROUP https://railwayage.com/newsletters NEWS

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The Importance of AREMA Involvement for Supervisors, Managers, and Directors

JERRY SPECHT, AREMA President 2025-2026

W

hen I look back at when I originally joined the American Railway Engineering and Maintenance-of-Way Association (AREMA), I think about those who gave me the nudge to get involved. It all started as a Management Trainee with BNSF Railway back in 2000. I was asked to provide a presentation on spring baskets and the usefulness of this device on switches. From that moment, I felt part of a larger group of professionals and immediately established connections in the rail industry to help broaden my knowledge as an engineer and make personal friendships along the way. As I look back at this and think about the “nudge” that we have to provide people, I challenge everyone to do the same. Whether this be for professional development in presenting to a large group of people or to becoming a chairperson of a committee to lead the development of manual parts for future generations. The challenge now is getting other professionals involved in this great organization.

Every part of AREMA needs all layers of expertise from front-line supervisors to directors – each providing input and perspectives that are valuable to the industry.

AREMA plays a vital role in shaping the engineering and operational standards that drive the safety, reliability, and innovation of the railroad 22 Railway Track & Structures // January 2026

industry. While many professionals associate AREMA with technical committees or engineering functions, its value extends far beyond engineering departments. In fact, professionals at all leadership levels—from front-line supervisors to managers and directors—stand to benefit significantly from active involvement in the organization. AREMA provides the technical insight, collaborative environment, and professional development framework that supports both individual growth and organizational excellence.

For front-line supervisors, involvement in AREMA offers practical, immediately applicable knowledge.

Supervisors are responsible for daily execution: leading crews, overseeing field work, conducting inspections, and making quick decisions that directly impact safety. AREMA gives supervisors access to the “why” behind the recommended practices that guide daily activities. By gaining a more complete understanding of recommended practices, maintenance methods, and infrastructure fundamentals, supervisors build confidence in their decisions and improve their ability to communicate with both their crews and engineering partners. This deeper knowledge translates into better job briefings, stronger hazard awareness, and more reliable outcomes in the field. Moreover, supervisors who participate in AREMA gain exposure to innovations and best practices from across North America—experience that enhances their credibility and prepares them for advancement into managerial roles.

For managers, the value of AREMA participation lies in improved decisionmaking, leadership development, and cross-industry collaboration. Managers must balance safety, productivity, workforce management, and long-term infrastructure needs. AREMA provides a platform for them to learn about the latest recommended practices, technologies, and engineering approaches, helping them make informed decisions that support both operational efficiency and regulatory compliance.

Participation in committees or attending annual conferences also expands a manager’s professional network, connecting them with peers who face similar challenges. These interactions often lead to solutions that can be taken back to their own teams. Managers who become active in AREMA also gain leadership visibility—opportunities to present, collaborate on research, or participate in technical discussions that highlight their expertise and support progression toward senior leadership roles.

For directors, involvement in AREMA offers strategic benefits that inf luence organizational direction and long-term planning. Directors are responsible for shaping policy, allocating resources, and guiding major capital programs. To effectively lead at this level, they must understand industry trends, regulatory shifts, emerging technologies, and evolving engineering recommended practices.

AREMA’s committees, conferences, and collaborative forums provide direct access to the experts and thought leaders who are actively shaping the future of the rail industry.

Directors can use this access to anticipate changes, align their organizations with industry direction, and ensure that their long-term strategies ref lect the latest advancements in areas such as automation, data analytics, virtual or optical signal systems, sustainability, and infrastructure resiliency. Additionally, AREMA offers directors opportunities to inf luence recommended practices and represent their organizations on national platforms, enhancing both professional visibility and organizational reputation.

Across all leadership levels, AREMA serves as a powerful tool for talent development.

Organizations that encourage participation signal a commitment to industry excellence and continuous improvement. Supervisors gain foundational knowledge, managers strengthen their leadership and decision-making abilities, and directors expand their strategic inf luence. Together, these benefits help rtands.com

FYI

create a workforce that is more technically competent, safety-focused, innovative, and aligned with the direction of the broader rail industry.

Involvement in AREMA is more than a professional affiliation—it is a strategic investment. For individuals, it leads to career growth, deeper industry understanding, and meaningful connections. For organizations, it produces safer operations, stronger engineering alignment, and future-ready leadership at every level. Whether one is leading a track maintenance crew, overseeing multiple departments, or guiding enterprise-level strategy, AREMA offers resources and relationships that strengthen performance and shape the future of the railroad industry.

Ple a s e le ver a ge t h i s opp or t u n it y to ge t one s el f i nvolve d or de velop you r te a m!

Re g i s te r n ow f o r th e A R E M A 2 026 Communications, Signals & Information Technology Symposium — an event encompassing the past, present, and future of railway technology. Join us March 3–5 in Jacksonville, FL, to explore how innovation is transforming the rail industry. Register before January 30 to save money. 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.

Ea sy a cces s to n ews, eve nts, a n d educational materials lets you stay informed and connected to the industry. Download it today by searching for AREMA in your phone’s app store.

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 longterm 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:

Did you know we offer a wide variety of On

UPCOMING COMMITTEE MEETINGS 2026 MEETINGS JANUARY 27-28 Committee 15 - Steel Structures New Orleans, LA JANUARY 29 -30 Committee 8 - Concrete Structures & Foundations Clearwater Beach, FL JAN/FEB 2026 Committee 10 - Structures Maintenance & Construction Portland, OR 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 FEBRUARY 24-25 Committee 4 - Rail Lakehurst, NJ rtands.com

MAY 4-6 Committee 5 - Track Charlotte, NC

SEPTEMBER 29-30 Committee 15 - Steel Structures Virtual Meeting

MAY 19-20 Committee 15 - Steel Structures Lancaster, PA

2027 MEETINGS

JUNE 3-4 Committtee 9 - Seismic Design for Railway Structures Denver/Golden, CO JUNE 11 Committee 30 - Ties and Fasteners Urbana, IL

JANUARY 27 Committee 15 - Steel Structures TBD FEBRUARY 12-13 Committee 15 - Steel Structures Denver, CO FEBRUARY 27-SEP Committee 15 - Steel Structures Virtual Meeting

AUGUST 5-6 Committee 7 - Timber Structures Colorado Springs, 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.

January 2026 // Railway Track & Structures 23

AREMA asked some of our former Committee Chairs the question*: What advice would you give to someone who is trying to pursue a career in the railway industry? As we begin a new year, we would like to ref lect on their advice.

Joseph M. Przybylowicz, Manager Work Equipment II, CSX – former Chair Maintenance of Way Work Equipment (November 2020 Chair Spotlight) [T]he railroad is an ever expanding and growing industr y and a great place to start a career, especially for veterans.

Know what f ield you want to go into (as there are many different f ields in the railroad), be ver y open to travel up to 100% of the time based on which f ield you are looking at, be willing to 24 Railway Track & Structures // January 2026

move, and I highly recommend to have your resume professionally written.

That last part with the resume I can speak personally on. When I was leaving the Nav y, I k new I had a lot to offer but found that I needed my Nav y experience translated into Railroad language. My f irst written attempts, which I thought anyone could understand, turned out that nobody could understand unless they were in the Nav y. Needless to say, my phone never rang for an inter view. Once I gave in (under the advice of the friend who put me onto the railroad) and had it written professionally, the investment paid off in dividends.

Mark W. Shafer, PE , A lte rn ate D e l ive ry M a n a g e r, A m es Co nstru cti o n, I n c .

– fo rm e r Ch a i r Stru ctu res M a i nte n a n c e & Co nstru cti o n (J u n e 2 022 Ch a i r S p otl i g ht) I would encourage them to get involved in AR EMA early (there are many student chapters now!) and to use that to develop relationships and learn about the industr y. I would also say to take a step back and look at the huge variety of ways you can be involved and focus on getting your start. And once you start, never stop learning and certainly don’t allow yourself to stagnate. Seek out the next opportunity even if it’s not what you thought you would be doing 5, 10, or 20 years ago! And, if you’re doing it right, you will never k now ever y thing about ever y thing and that is ok. Lean on your peers, your fellow railroaders, and soak it all up. rtands.com

Photo Credit: Shutterstock.com/APChanel

Pathways to Success: Tips from AREMA’s Committee Chairs

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.

Michael K. Couse, Roadway Worker Protection Services (Retired), Twin Cities & Western Railroad – former Chair Economics of Railway Engineering & O perations (May 2021 Chair Spotlight) • Continually develop and maintain a network of those within and outside your chosen field such as other railroaders, clients and suppliers, and those others supporting your work. Most railway industry functions are interrelated and cannot exist nor prosper without the input and cooperation of others. Internal and external networking is a critical activity in the industry.

• Ask questions. Most railroaders and others in our industry are very willing to share their knowledge and experiences with those who want to gain knowledge.

• Railways are built on traditions but are continually making significant changes and improvements rtands.com

throughout their businesses. Make sure you keep current on the technological and other changes that are occurring and move the industry forward. Be a part of this movement.

• Accept challenges willingly and execute them to the best of your ability.

John G. Green, PhD, PE, Lecturer and Researcher, California State University-Fresno – Chair Education & Professional Development (March 2023 Chair Spotlight) Be open to relocation and non-traditional working hours, listen patiently to advice freely given whether or not you agree with it, and be open to learning anywhere at any time – some of the best engineering wisdom I have gained did not come from a professor in a classroom but came from workers on jobsites.

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.

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*Some comments have been edited from their original format.

January 2026 // Railway Track & Structures 25

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January 2026 // Railway Track & Structures 27

WRI: RAIL GRINDING AND MILLING

Continued from page 15 • Worn-in rail • A rough reprofiling grind; • Acoustic grinding using standard rail grinders equipped with fine/ high-grit stones; • Acoustic grinding using “specialized” equipment. All of the models were

calculated with a metro train on resilient direct-fixation slab track, running at 100 km/h (≈62 mph) with wheels in good condition. The only variable (in this case) is the roughness input, Croft said. The roughness inputs were as follows: • Worn-in measurements were taken

Figure 9. Worn-in acoustic roughness from Seattle’s Sound Transit, which uses harder premium steels.

Figure 10. TNE (Train Noise Expert) noise predictions for individual train passby events.

28 Railway Track & Structures // January 2026

directly from measurements on a transit system.

• Roughness measurements were taken from the same transit system three weeks after grinding to install a target rail profile.

• Acoustic grind data was taken several days after acoustic grinding with fine stones.

• “New technology” inputs were based on a combination of Rail Technology’s Silent Track and Vossloh’s HSG-City data.

• Wheel roughness was based on a median of 50 wheels with 1,000 to 40,000 accumulated miles since trueing/machining.

The noise predictions generated by the TNE model can be seen in Figure 10. All dBA figures indicate equivalent average noise (LAeq) for a single passby measured 15 meters from the vehicle.

The worn-in scenario is the quietest at 74.9 dBA; the new technology and acoustic grind scenarios are only 0.5 dBA apart, coming in at 77.2 dBA and 77.7 dBA. The rough profile grind scenario was modeled at 86.4 dBA, an 11.5-dBA increase over the worn-in scenario. “The 11.5-dBA difference between the worn-in and rough reprofile scenarios means the rough grind scenario would be perceived as twice as loud,” Croft said. Indeed, the site that these measurements were taken from generated noise complaints from residents living up to 2 km (1.2 miles) away.

Croft didn’t model a milling scenario but said the outcome—assuming the milling process included a polishing stage—should be similar to the new technology/acoustic grind scenarios.

Takeaways? It’s important to understand that profile and heavy corrective grinding are entirely different processes than acoustic grinding. It’s best to think of these as separate steps altogether to maximize the efficacy and outcomes of each step, Croft said. And while most grinding specifications don’t directly address noise outcomes, there is a wide variety of technologies and methodologies available to mitigate acoustic roughness. Achieving good results with standard grinding equipment is possible, but it requires fine stones plus additional time, cost, and effort, including careful quality control processes. The good news is that some technologies, which have long been part of the maintenance toolbox in other parts of the world, are now becoming available in North America.

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-rail-seminars.com/.

All images are courtesy of Briony Croft except where otherwise noted. rtands.com

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