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2022 WOMEN IN RAILROAD ENGINEERING

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February 2018 // Railway Track & Structures 1

CONTENTS

July 2022

9

COLUMNS

3

On Track This is out of control

4

NRC Column Exceptional railroaders make exceptional anglers

32

Last Stop We’ve come full circle

DEPARTMENTS

5 25 30 31 31

MxV R&D Phased array ultrasonics beam modeling for rail thermite welds AREMA News Message from the President, Getting to know, and more Classifieds Advertiser Index Sales Representatives

FEATURES

9

Serving a plate of success This year’s 2022 Women in Railroad Engineering list defines what it takes to thrive in the railroad industry

17

Spike it!

Careful attention to rail fastening will make your railroad a winner every time

21

Can I have this dance?

U.S. manufacturers ready to feel the beat of those down south

On the Cover Mehwish Rahman is on this year’s RT&S Women in Railroad Engineering list.

See p 9 for story.

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July 2022 // Railway Track & Structures 1

ON TRACK

This is out of control VOL. Vol. 118, 115, No. NO.76 Print ISSN # 0033-9016, Digital ISSN # 2160-2514 EDITORIAL OFFICES 20 South 3680Clark Heathmoor Street, Drive Suite 1910 Chicago, Elgin, ILIll. 60124 60603 Telephone Telephone (312) 630-336-1148 683-0130 Website Fax (312) www.rtands.com 683-0131 Website www.rtands.com BILL WILSON Editor-in-Chief BILL WILSON wwilson@sbpub.com Editor-in-Chief wwilson@sbpub.com DAVID C. LESTER Managing KYRA SENESE Editor dlester@sbpub.com Managing Editor ksenese@sbpub.com CORPORATE OFFICES 88BOB PineTUZIK Street New Consulting York, N.Y.Editor 10005 Telephone btuzik@sbpub.com (212) 620-7200 Fax (212) 633-1165 CORPORATE OFFICES ARTHUR 55 Broad J. MCGINNIS, St 26th Fl. JR. President New York, and N.Y. Chairman 10004 Telephone (212) 620-7200 JONATHAN CHALON Fax (212) 633-1165 Publisher ARTHUR J. MCGINNIS, JR. MARY and CONYERS President Chairman Production Director JONATHAN CHALON NICOLE D’ANTONA Publisher Art Director MARY CONYERS HILLARY COLEMAN Production Director Graphic Designer NICOLE D’ANTONA JO BINZ ArtANN Director Circulation Director ALEZA LEINWAND MICHELLE ZOLKOS Graphic Designer Conference Director MAUREEN COONEY CUSTOMER SERVICE: 800-895-4389 Circulation Director Reprints: PARS International Corp.

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A

violently flipping car would most likely miss the country’s smallest guard rail system.

I was never a physics guru.

In fact, I did not even take a high school class on the subject, but I still think the odds of a car out of control hitting a 3-ftlong by 3-ft-long by 3-ft-long barrier in the shape of a U are about the same as a long shot winning the Kentucky Derby. (Wait, that just happened, but you get my thinking).

It’s there protecting a steel cable that is one of many holding up a radio antenna by my house. It’s there to brace for the worst before the worst happens. The federal government does not always believe in this line of thinking. It would probably take four or five fatal accidents at the site of a non-guarded steel cable to get anyone on Capitol Hill to think something needed to be done. Then perhaps after years of lobbying and meetings and debating that guard rail system might be installed. It’s good that the U.S. DOT, FHWA, and state, county, and city DOTs do not react five or six times removed from the right time.

The Highway Trust Fund and its heavy dependency on the federal gas tax is a combination that has been spinning out of control for years. Vehicles with improved fuel efficiency and the grand entrance of the electric car into the Average Joe’s garage has crippled the federal gas tax for over a decade. What have lawmakers on the Hill done to prevent the preventable? Little to nothing. Yes, the Highway Trust Fund has not lost the feeling in its legs because somewhere funds have been found to fill the holes. Those holes, however, are now Stranger Things deep.

In late June President Biden proposed suspending the federal gas tax for three months to give the average American family (with the Joe that owns the electric car) a break. At stake is the strength of the recently passed infrastructure bill, which was

supposed to swoop in and finally take care of some of the greatest rail infrastructure needs this country has ever seen. President Biden said he had the financial vitamins to keep the infrastructure bill healthy. Of course, there were no details behind that statement, which led many federal lawmakers to jump on the side of the fence that was against the gas tax suspension.

If a more proactive approach regarding the solvency of the Highway Trust Fund was taken say, a decade ago, we might not be at the mercy of a major White House magic trick.

At one time a couple of states were studying a way to charge motorists by the mile. This would help collect from those avoiding the pump who also put wear and tear on roads and bridges. The right of privacy and other factors put the idea off to the side, and to my knowledge there has not been another alternative put on the table.

Biden’s gas tax holiday would not give anxiety a rest because it would pull $10 billion from the Highway Trust Fund. Somebody tell me the hiding spot for that amount of money. Defense? Social Security? Healthcare? Progress with the national debt? (Is that even real money?) At a time when zero line items on the national budget can afford a deduction our president thinks he can swoop in with mirrors and smoke.

If the federal gas tax was not the aorta of the Highway Trust Fund, perhaps we would not think twice about a gas tax holiday.

However, there it is … ready to bleed out.

The next thing you know, three months turns into six months, which is about the time needed for major oil companies to ramp up production.

Is there an open seat on that violently flipping car?

BILL WILSON Editor-in-Chief

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

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July 2022 // Railway Track & Structures 3

NRC CHAIRMAN’S COLUMN

Exceptional railroaders make exceptional anglers

M STEVE BOLTE Chairman, National Railroad Construction and Maintenance Association (NRC)

“

I’D UNDERSTAND IF YOU SUSPECT I MAY HAVE HAD A FEW TOO MANY OR WAS OUT IN THE SUN TOO LONG, BUT MY REASONING SEEMS AS CRYSTAL CLEAR AS THE WATER I WAS FISHING IN.

ost of us don’t get as much time to fish as we’d like, especially during the busy summer construction season.

But I found a window recently and got out on the water with some industry friends.

It was a collegial yet competitive day.

Whether out on the track or in a fishing boat, railroad contractors and suppliers often bring out the best in each other.

The friendly competition that day got me thinking that there may be a correlation between exceptional railroaders and exceptional anglers. I’d understand if you suspect I may have had a few too many or was out in the sun too long, but my reasoning seems as crystal clear as the water I was fishing in.

Here are a few traits that are common to successful railroaders and anglers.

A smart gameplan—Those who maintain and construct track wouldn’t think about beginning work without proper training and a thorough gameplan. They get input from more experienced peers and other parties involved, and consider lessons learned, potential hazards as well as the weather and other environmental conditions. Good anglers stay in the know, too. They learn new tactics, scout local fishing reports, study maps, and consult with other fishermen about what’s biting, where to fish, and where to avoid.

the expression to “keep your eye on the prize.” Railroaders know that despite setbacks; leaders on the track remain positive and stay focused on the goal.

They may modify the plan, but they don’t cut corners and, above all, don’t compromise safety. The best fishermen don’t give up when the fish aren’t biting. You don’t see them zigzagging across the water from place to place making haphazard casts.

They’re patient and concentrate on the fish. More often than not, their persistence pays off with a big catch.

A family affair—It’s a common occurrence on the railroad and in fishing boats.

You see sights of those with more seniority passing on their passion and experiences to the next generation. After decades of industry and fishing observations, I can attest that this generational onboarding produces railroaders and anglers with finely tuned instincts and habits that serve them well.

Be safe out there on the track. But when you get a break, grab an industry friend or the next generation and put my theory to the test. Do exceptional railroaders make exceptional anglers? I look forward to hearing your fish tales.

Building a safer and stronger railway construction industry together.

The right equipment—No matter whether you reach into a toolbox or a tacklebox, you can gain an edge by using well-maintained equipment and keeping a lookout for the latest innovations. Railroaders who strive to complete work in tight windows know to bring the right equipment and tools for the job and to make sure they are in proper working condition. Anglers who regularly catch their limit come prepared with the appropriate gear, lures, and bait for their target.

They keep their hooks sharp and are ready to pull out a cutting-edge accessory when the time is right.

The proper attitude—You’ve heard 4 Railway Track & Structures // July 2022

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MxV RAIL R&D

Phased array ultrasonics beam modeling for rail thermite welds The development of a portable, full-rail thermite weld inspection approach or system Anish Poudel, Ph.D. Principal Investigator II (NDT) MxV Rail (formerly TTCI)

A

s part of the Association of American Railroads’ (AAR) Strategic Research Initiatives Program, MxV Rail (formerly TTCI) is facilitating research regarding the development of an innovative portable nondestructive evaluation (NDE) inspection technology and an approach to detecting and characterizing rail thermite weld defects. The intent of this work is to assist solution providers with the development of a portable, full-rail thermite weld inspection approach or system by bringing forward emerging technologies for eventual revenue service deployment.

Thermite welding is a form of casting that

involves melting a thermite mixture (molten metal) to fill a gap (1-1.5 in.) between the ends of the unjoined rails. Due to the portability of the equipment and the fact it does not require additional rail, the thermite welding approach remains the most common method of revenue service welding. Defects in thermite rail welds are caused by foreign objects (slag), improper mating between the weld mold and the rail surface, or thermal conditions that occur during the welding process. Defects associated with thermite welds can include dispersed porosity, microvoids, cold lap, shrinkage cavitation, and centerline defects in the weld cast microstructure.1,2 Figure 1 shows the typical locations of potential defects in thermite welds, and Table 1 lists the possible weld defects found in those locations and their possible causes. Historically, standard thermite welds have been a track weak spot and thus typically have a shorter life span than the parent rail.

Imperfections or weld defects can act as nucleation sites for fatigue defects that can then propagate as a crack (flat thumbnail or elliptical pattern) until the defect reaches an unstable size, triggering a weldment failure.2 Testing at the Facility for Accelerated Service Testing (FAST), Pueblo, Colo., showed that approximately 88% of the rail breaks were thermite weld breaks—a result that aligns well with other published literature.1 °Figure 2 provides a six-year summary of thermite weld

Figure 1. Typical thermite weld defect/failure areas.

break distributions in the rail at FAST from Spring 2014 to Spring 2020.

Existing practices for flaw detection and the characterization of thermite rail welds after installation are limited to visual inspection, which does not reveal internal defects. The successful development of NDE technologies that include a complete volumetric and surface/near-surface inspection of rail welds could benefit the industry in assessing the

Figure 1. Typical thermite weld defect/failure areas.

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July 2022 // Railway Track & Structures 5

MxV RAIL R&D

Figure 2. Thermite weld break distribution during testing at FAST, Spring 2014-Spring 2020.

health of the weld after its installation. Such technology would provide an effective way to monitor field welds for internal defects, especially if the monitoring process could locate the defect at any location in the weld.

Phased array ultrasonic beam modeling and simulation Ultrasonic beam modeling and simulation was conducted to determine the beam coverage in thermite rail welds. Several configurations of phased array ultrasonic (PAU) probes were modeled and explored for use in the inspection of the thermite welds at the base, web, web-tobase fillet, and head of the rails. Figure 3a shows the ultrasonic beam coverage for the thermite weld at the base region of the rail.

During the modeling and simulation process, it was demonstrated that full coverage of the base could not be achieved without a “full skip.” A full skip is the path traveled by an ultrasonic beam from the point of entry on the front surface to the back surface where it reflects to the front surface. However, there were challenges to using this approach due to the uneven underside of the welded area.

Refraction angles between 45° and 70° are sufficient for full coverage.

Figure 3b shows the beam simulation results for the thermite weld at the rail base. The light blue color indicates areas with the highest energy. The intent of beam field coverage is to 6 Railway Track & Structures // July 2022

obtain a smooth (constant) beam profile using sufficient energy over the full beam travel path.

Using a 25-mm water column, the near field is estimated at 97 mm for a 5-MHz transducer (45° beam). The longer length of the near field of the 5-MHz transducer helps to improve this probe response. Subsequent simulations on the rail samples indicated acceptable levels of signal-to-noise ratio (SNR) at 5 MHz. Figure 4 shows the results obtained for web/ base fillet region with a varying element pitch for a 32-element, 5-MHz probe demonstrating that a smaller pitch with a larger aperture, in this case, can lead to better results. Similarly, web inspection can be achieved from the top of the rail head and can use several angles. However, for the web inspection, probes must be placed further away from the weld, and a larger angle range (30°-70°) is required to cover the full web area (not shown).

Beam coverage on the head can be achieved by rotating the probe 90° (along transverse direction) and performing a sectorial scan in both the ± 45° directions (not shown). An uncovered area can be inspected by moving the probes in the direction perpendicular to the rolling direction or by using larger element probes.

placed and deployed on both sides of the rail simultaneously. Thermite rail weld geometry is very complex and uneven and restricts access to some critical areas, especially in the fillet areas. In such cases, the PAU probe needs to be moved further back, re-oriented, and redeployed using a full-skip approach. Thermite welds have a variable geometry that generates indications that could be misinterpreted as defects. Therefore, extra considerations should be taken to discriminate noise from the actual indications. Based on the modeling and simulation results, the following PAU approaches are suggested: • Inspection of base: Sectorial shear wave scan, variation of reflector angle in the plane perpendicular to the weld, and motion along the weld profile; • Inspection of web base and head-web fillets in the heat-affected zone: Fixed PAUT probe at 45° shear wave; • Inspection of web: Sectorial shear wave scan for web; motion along the rail rolling surface; and • Inspection of head: Sectorial longitudinal wave scan; motion in the plane perpendicular to the rail longitudinal direction.

Recommendations A full volumetric inspection of thermite rail welds will require several transducers to be

Similarly, the following probe configurations are recommended for thermite weld inspection using a portable manual scanner: rtands.com

MxV RAIL R&D

(a)

(b)

Figure 3. Ultrasonic beam modeling in rail base: (a) Shear wave beam coverage for 45-70° refraction angle; (b) Shear wave beam field for various angle of refractions.

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July 2022 // Railway Track & Structures 7

MxV RAIL R&D

• Base and web: Four PAUT probes of 32 elements; • Head and web: Two PAUT probes of 32 elements; • Head/web and web/base fillets: Four PAUT probes of 16 elements; • Total number of elements: 256; and • Maximum number of phased array pulsers: 32 MxV Rail is continuing this research with a goal of developing this technology and making it readily available to North American railroads.

References 1. Chen, Y., F.V. Lawrence, C. Barkan, and J.A. Dantzig, 2006, Weld Defect Formation in Rail Thermite Welds.

Proc. IMechE, Part F: Journal of Rail and Rapid Transit, 220(4), 373–384.

2. Fry, G., K. Jones, M. Tavakoli, M. Brice, and D. Gutscher, 2021, “Ultrasonic Impact Treatment of Thermite Rail Welds,” Technology Digest, TD21-029, A AR/TTCI, Pueblo, Colo.

8 Railway Track & Structures // July 2022

Figure 4. Ultrasonic beam field in the thermite weld web/base fillet region with varying element pitch.

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2022 WOMEN IN RAILROAD ENGINEERING

This year’s list defines what it takes to thrive in the railroad industry

By Bill Wilson, Editor-in-Chief

Photo Credit: Kris Brown/Norfolk Southern

Serving a plate of

L

SUCCESS

unchtime has forever been the moment of reveal, but the pull does not always have to follow tradition.

Norfolk Southern’s Cherita Hunter Jones wanted other female workers to have a more productive takeaway during the mid-day break, and started a lunch and learn to give women trainees a space to ask about their roles without the men being in the room. Hunter Jones was one of only five women in rtands.com

field Communications and Signals at Norfolk Southern at the time of her hire, and this sparked a passion for encouraging and empowering other women entering the industry.

For her efforts, Hunter Jones has now entered the hall of legends along with nine others who were named to the 2022 RT&S Women in Railroad Engineering list. The summary of each winner, in no particular order, follows.

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2022 WOMEN IN RAILROAD ENGINEERING

What the nominator said: Hunter Jones’ lunch and learn has grown into the Women in Operations Task Force at Norfolk Southern. Under her guidance, WiO brought together a passionate group of employees dedicated to assist in the retention and development of diverse talent within several Norfolk Southern Operations Groups, including Transportation, Engineering, and Mechanical. In addition, Hunter Jones collected data that informed and improved recruiting strategies, onboarding and training at NSTC, on-the-job field DESIRAE (RAE) FABER Manager of Standards and Training Modern Railway Systems What the nominator said: While she started as a field engineer, Faber eventually took over as the project manager for the $206 million design-build SMART Commuter Rail project for Sonoma Marin Area Rail Transit in northern California. The 41-mile project consisted of the removal and reconstruction of track, 30 miles of which were in an active freight corridor. Faber’s team coordinated construction around the freight railroad’s schedule to avoid any unplanned impacts to their operations. The scope included 45 miles of ballasted track, 10 bridge replacements and CASSANDRA (CASSIE) GOUGER Senior Director, Design Union Pacific Railroad What the nominator said: Gouger started with Union Pacific (UP) in 2011 as a design manager. Her strategic project management and leadership skills have led her to now overseeing the entire UP Design group. Gouger’s team manages all aspects of projects from concept to estimation, design, permitting, coordination, and project management to completion. Some of her most notable projects were imperative to UP’s recent strategic evolution of its transportation plan, 10 Railway Track & Structures // July 2022

training, and retention efforts for women in the field. She also made recommendations for mentoring programs after finding that 94% of participants desired mentors. These and other valuable metrics and insights provided to human resources and the Board of Directors helped shape corporate recruiting strategies for women in the operations groups it served. For Hunter Jones, the success of WiO was demonstrated when Norfolk Southern counted 55 women in field operations in reports from August to November 2014. This was quite a shift from when she left field operations as one of the only two women at that time. Most recently, she led the launch of Norfolk Southern’s new Remedy Mobile App. This app can be used to manage a ticket and allow supervisors, manintenance employees, and dispatch to track an issue and its ownership from submission to completion. By early 2022, Hunter Jones expanded the app’s usage beyond the Communications and Signals group to add the Bridges and Structures group. Currently, the Remedy Mobile App has more than 1,000 users and has logged more than 116,000 interactions (May 2020-March 2022).

16 retrofits, extensive drainage work (~100 culverts), 48 public and 18 private grade crossings, and eight station substructures.

The entire project was located in a biologically and culturally sensitive area, requiring strict attention to environmental permit windows. She was instrumental in helping this transit agency successfully complete safety certification and integrated testing.

Since transitioning to Modern Railway Systems (MRS), her experience in track construction, signals, and communications systems has made her an invaluable member of the company’s leadership. Faber’s contributions have impacted how the company operates, trains its employees, and delivers projects. Faber and her team support MRS’s signal and communication testing and design teams with process development, rigorous procedures, and verification and validation reports. She is a key individual for the FRA-required Positive Train Control (PTC) implementation on projects, providing support with technical troubleshooting and FRA PTC procedures, plans, test documentation, and reports.

She, along with other company leaders, developed a Rail Activation and Systems Integration Team which lays out the foundation for the startup of any new rail system.

specifically focused on siding projects supporting increased and new network traffic patterns. Her leadership, ability to challenge the status quo, and strategic development allow for these projects to be completed in a timelier, cost-effective manner improving service and business performance. In addition to significant siding projects, her group oversees projects driven by UP’s Strategy team, such as “Intermodal Pop-Ups.” The pop-ups are a new initiative allowing the Operating and Marketing & Sales teams to pilot infrastructure and service with customers in key locations before making significant capital investment. These strategic projects stretch Gouger and her team to develop and deliver solutions and are made possible under her leadership. Outside of work, Gouger remains engaged with the AREMA chapter at her alma mater, Purdue University, dedicating time and providing mentorship to the next generation of women interested in rail careers.

Gouger regularly presents STEM-related topics to local elementary school students, focusing on developing an interest in young female students early in their education. rtands.com

Photo Credit: (Top) Kris Brown/Norfolk Southern

CHERITA HUNTER JONES Regional Manager, Communications & Signals Norfolk Southern

2022 WOMEN IN RAILROAD ENGINEERING

MEHWISH RAHMAN Field Manager, Geotechnical Engineering Canadian Pacific What the nominator said: Rahman is a professional engineer with over 12 years of geotechnical design and field experience in tunneling, urban infrastructures, and railway. Some of Rahman’s recent notable work within CP involves: Leading and advising on the geotechnical aspect of design and construction of railway embankment at Tank Hill (Lytton, BC) during the post-November 2021 British Columbia washouts. Rahman also attended and supported other locations across CP’s Cascade and Thompson subdivisions that were damaged due to washouts, landslides, and debris f lows; in August 2021, Rahman provided on-call site support during heavy rainfall warnings on post-wildfire assessments and recommendations on CP’s Thompson Sub (Lytton, BC) to the Vancouver Engineering Division; Rahman successfully led the completion and response to a landslide-caused derailment in July 2020, requiring emergent design/construction of the

remedial solution. She executed and managed this project to a timely completion on budget and scope, including remediation and installation of a real-time monitoring system that continues to operate to this day; in September 2020, Rahman led an emergent slope failure response on CP’s Thompson subdivision. She attended the site and led the remedial efforts with support from CP’s geotech consultant and division personnel. Rahman started her geotechnical career in 2009 in tunneling in Washington D.C., where she worked as a geotechnical engineer on the largest project in the history of Washington, D.C., public works: the DC Water’s Clear Rivers Project. This project comprised of several miles of tunnels under Potomac and Anacostia rivers and land.

RAHMAN SUCCESSFULLY LED THE COMPLETION AND RESPONSE TO A LANDSLIDE-CAUSED DERAILMENT IN JULY 2020.

Nicely done, Cassie.

Congratulations to Senior Director of Design Cassie Gouger for being named one of RT&S’ 2022 “Women in Rail Engineering.”

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July 2022 // Railway Track & Structures 11

2022 WOMEN IN RAILROAD ENGINEERING

MORGAN MOLDOFF Senior Rail Engineer Saratoga Railroad Engineering What the nominator said: Moldoff is responsible for developing and evaluating rail alignment alternatives with unique site constraints, high-speed rail design, yard design, grade crossings, and preparing sitespecific details for plans. She has managed projects with private railroads as well as state agencies, including the New York State Department of Transportation and VTrans. Moldoff was the lead rail engineer on multiple Capital Region projects including the Albany-Schenectady Double Track and Rensselaer Station 4th Track and Schenectady Station Concrete and Structures design, and she served as the rail coordinator for the Hunts Point Improvement Project located in the Bronx, N.Y. Moldoff has mentored junior engineers and assisted with training and staff development for various MicroStation elements used for design throughout her career. Moldoff’s projects have won an ACEC N.Y. Engineering Excellence Gold Award and Project of the Year from the Upstate New York Chapter of the Institute of Transportation Engineers (ITE). Moldoff is

a member of the American Railway Engineer & Maintenance-of-Way Association. She also has taken dozens of specialized training classes from Railroad Contractor Safety, Thermal Forces & CWR, NORAC, Roadway Worker Protection, and 3-D CADD to ensure that she has the most current information and training to excel and lead teams working on complex railway projects. Moldoff dedicates approximately 300 hours per year to the Future City Competition, a hands-on, real-world learning experience for middle school students to learn how engineers shape the world we live in.

NICOLE JACKSON Senior Project Manager Alfred Benesch & Company What the nominator said: Jackson has been instrumental in advancing grade crossing safety throughout the U.S. and Canada. She works with numerous railroads, transit agencies, public agencies, and regulatory authorities. To date, she has been involved in engineering improvements and safety assessments at over 1,500 grade crossings. She is a recognized leader in

CONGRATULATIONS

RAE FABER

Recipient of a Top 10 Women in Engineering Award!

Thank you Rae for your dedication, leadership, and excellence in engineering. We appreciate everything you do for the Modern Railway Systems team.

modrailsystems.com 12 Railway Track & Structures // July 2022

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2022 WOMEN IN RAILROAD ENGINEERING

the railroad industry in the U.S. and Canada and is committed to saving lives at grade crossings. She is licensed as a professional engineer in 37 states and four Canadian provinces. Jackson has a passion for her work in railroad safety and is dedicated to the task of saving lives through good engineering practices at grade crossings. Jackson is actively involved in mentoring young engineers and advancing their careers toward obtaining their professional engineering license. She also participates in an engineering mentorship and awareness program at the local high school to encourage interested students to pursue an engineering career.

RAE BROWN Director, Network Operations Center and Communications Operations CSX What the nominator said : Since joining the CSX Communications and Signals Engineering team in 2002, Brown has ascended to positions of increasing responsibility both at CSX and in the rail industry. In her current position, she leads the Network Operations team that is responsible for managing and

monitoring more than 40,000 f ield devices. Among her accomplishments, she helped ensure installation of PTC communications for 130-plus subdivisions ahead of the FR A deadline ; she directed installation of multi-million-dollar tunnel radio systems for distributed power over high-priority corridors ; and she has a key role in the introduction and maintenance of communications for remote control locomotive operations. She is responsible for the system radio support center at CSX and was instrumental in the launch of the Short Line Radio Repair partnership that has been ongoing for 14 years. She serves on the rail industry’s Equipment Assets Committee’s subcommittee for end-of-train device management, and she served on the industry’s Wireless Communications Committee for standardizing narrowbanding technology. Brown is an alumna of the National African American Women’s Leadership Institute and a member of the CSX Social Justice Advisory Roundtable, which is leading the development and implementation of strategies to support social justice and racial equity both inside the company and in the community. In addition to being instrumental in diversity and inclusion at CSX, she has had an impact in the community as a member of the Pace Center for Girls Board of Directors for nine years, through participating in Believing in Girls activities and through volunteering with Rethreaded, an organization that supports human traff icking survivors.

Congratulations Rae Brown Director, Network Operations Center and Communications Operations CSX salutes Rae on being named one of Railway Track & Structures 2022 Women in Engineering.

Rae’s railroad knowledge, engineering expertise and exceptional leadership abilities are helping transform communications operations across our far-reaching network. CSX values her contributions to our organization and celebrates her recognition.

csx.com

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July 2022 // Railway Track & Structures 13 6/28/22 4:38 PM

2022 WOMEN IN RAILROAD ENGINEERING

KIMBERLY ONG Executive Officer Los Angeles County Metropolitan Transportation Authority What the nominator said: For the last three years, Ong has been the Project Executive for Section 3 of the Westside Purple (D) Line Extension project which is a subterranean heavy rail transit project in Los Angeles. The project comprises 2.5 miles of twinbored rail guideway and two underground stations on the west side of Los Angeles. She is responsible for the delivery of the project including design and construction of the guideways and stations. Prior to this she was the Design Executive with LA Metro responsible for the delivery of the Crenshaw LAX Light Rail Transit Project, which is a complex system comprising undergound, surface and elevated guideways and stations, and a connection with the existing Metro Green Line, which will open to the public later this year. On completion this line will enable Los Angelinos to finally access the LAX Airport by rail transit by utilizing the Airport Automated People Mover. Ong is an active participant in industry and professional organizations

DART and Trinity Metro are proud to celebrate Megan Tang on being recognized among the

“best of the best”

in the railroad engineering field.

including WTS and internal organizations that encourage women to enter and advance within the transportation industry. She has been a serial presenter on aspects of rail transit planning, design, and construction at various conferences and seminars, including the American Public Transportation Association, the American Underground Association, the American Society of Engineers, and the Construction Management Association of America. She drives the project in not only delivering the project on time, but at early stages she ensures that the Metro Rail Operations staff is properly informed about decisions and the system they will be operating, and also that the complex systems integration is considered throughout the design and construction process and not left as an afterthought once things are constructed.

ONG IS THE PROJECT EXECUTIVE FOR SECTION 3 OF THE WESTSIDE PURPLE (D) LINE EXTENSION PROJECT.

THE BENESCH FAMILY

CONGRATULATES

NICOLE JACKSON, PE, PTOE for being being selected as an RT&S Women in Engineering winner!

Tang is the Chief Engineering Officer at Trinity Railway Express. She joins RT&S’ distinguished LARGER than 1” height list of Women in Railroad Engineering. www.benesch.com SMALLER than 1” height (larger ®)

14 Railway Track & Structures // July 2022

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2022 WOMEN IN RAILROAD ENGINEERING

TEMPLE OVERMAN Bridge Project Manager HNTB What the nominator said: Overman was promoted to the role of project manager for HNTB in January 2022, a position she earned a year earlier than is typical at the company. Her supervisor, Manab Medhi, said Overman’s work performance has placed her ahead of the curve.

A key example is Overman’s service as a resident engineer overseeing the reconstruction of a 2,711-ft BNSF approach bridge to the Mississippi River in Memphis, Tenn. At the time, she had less than five years of engineering experience, but she volunteered when HNTB was looking for a professional engineer to fill the role.

Overman moved to and resided in Memphis for two years during the bridge’s construction, which used accelerated bridge construction techniques. Overman handled daily oversight of construction activities, reviewing submittals, tracking work completed for payment applications, and leading weekly progress update meetings with the client and contractor. The completed bridge was a

merit award winner in the American Institute of Steel Construction/National Steel Bridge Alliance Prize Bridge Competition. For three years, Overman served as chair of the American Railway Engineering and Maintenance-of-Way Association’s Committee 8’s Subcommittee 3, which reviews and updates waterproofing requirements and concrete materials specified for use in the design and construction of railroad bridges. Specifically, Overman led her subcommittee in updating Chapter 8, parts 1 and 29, in the AREMA manual. Of particular note is the subcommittee’s update of part 29 for cold liquid waterproofing, a section that had not been updated in many years. The code provides guidelines for material properties required in waterproofing products.

AS A RESIDENT ENGINEER, OVERMAN OVERSAW THE RECONSTRUCTION OF A 2,711-FT BNSF APPROACH BRIDGE IN MEMPHIS.

STAY IN GEAR WITH RAIL GROUP NEWS

RAIL

From Railway Age, GROUP RT&S and IRJ NEWS

Congratulations to Mehwish Rahman on being named one of Railway Track & Structures Top 10 Women in Engineering.

RAILWAY AGE, RT&S and IRJ ROUND-UP of NEWS STORIES FROM:

https://railwayage.com/newsletters

rtands.com RA_RailGroupNews_1-6Vertical_InGear_2022.indd 1

Join our team at cpr.ca/careers

July 2022 // Railway Track & Structures 15 1/10/22 12:55 PM

2022 WOMEN IN RAILROAD ENGINEERING

MEGAN TANG Chief Engineering Officer Dallas Area Rapid Transit (DART) What the nominator said: Tang helped secure a 2020 BUILD Grant for two TRE double tracking projects which awarded the full requested amount of $25 million. The total TRE double tracking projects were estimated at a cost of $52.5 million. In 2020, she coordinated with the Texas Department of Transportation and had the signed TxDOT-TRE master agreement to utilize federal Section 130 funds for at-grade crossing safety improvement projects for the entire TRE Corridor. Since 2020, DART has had four at-grade crossings approved to utilize this funding and one of the crossings was completed with safety improvements in May of this year. Tang teaches volunteers for the Formosa Association of Student Cultural Ambassadors (FASCA) to help teenagers become distinguished Asian Americans. Through a variety of activities, they learn through leadership, teamwork, community service, and cultural experience to expand their world view. As

a teacher, Tang assists to develop their cultural awareness and uncover their potential. She also is an authorized volunteer for Operation Lifesaver to deliver the message to the general public for highway-rail grade crossing safety and rail trespass preventions in various communities. As TRE Chief Engineering Officer, she manages the resources and activities of the operations and maintenance contractors, subcontractors, and third parties involved in inspection, maintenance, design, and construction activities along the TRE right-of-way.

TANG HELPED SECURE A 2020 BUILD GRANT FOR TWO TRE DOUBLE TRACKING PROJECTS.

ai165642709740_RTS Women Eng Winner Ad _FINAL PRINT.pdf 1 6/28/2022 10:38:18 AM

C

CONGRATULATIONS

M

Y

CM

MY

CY

CMY

Cherita R. Hunter Jones Regional Manager C&S for being selected as an RT&S Women in Engineering Winner!

K

To learn more visit norfolksouthern.com

© 2022 Norfolk Southern Corporation | All Rights Reserved

16 Railway Track & Structures // July 2022

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RAIL FASTENERS

SPIKE IT!

Careful attention to rail fastening will make your railroad a winner every time

Photo Credit: J. Lanfranco/Industry-Railway Suppliers

By David C. Lester, Managing Editor

S

ignificant amounts of heavy maintenance and track construction are underway on North American rail and transit systems.

Some of this is fueled partly by federal Infrastructure and Jobs Act funds. Vendors of railroad fastening systems should see a long-term increase in business that will likely continue for several years. However, as with many industries, the rail fastener business has been plagued with issues associated with supply chain disruptions caused by various factors. Voestalpine Railway Systems Nortrak told RT&S, “the rtands.com

near term [outlook] is [murky] as labor and supply chain disruptions coupled with material cost escalations have the potential to dampen demand for the next 12 to 24 months.”

Our annual vendor and product spotlights for rail fastening manufacturers and distributors follow.

Vossloh Vossloh has had success supplying its fastening systems for concrete ties to the North American market. Continued adoption of its captive Buy American-compliant elastic

fastener among transits and consistent use among the Class 1 freight railroads have proven a strong source of growth for Vossloh.

The performance advantages of the Vossloh fastening system have made it the product of choice for the most severe and standard concrete tie territories across the U.S., Mexico, and Canada.

“The prominence of the North American timber tie market contributes to widespread and ongoing maintenance concerns related to rail fastenings. Recent industry surveys and research efforts, conducted by the University of Illinois at Urbana-Champaign under the July 2022 // Railway Track & Structures 17

RAIL FASTENERS

guidance and support of FRA and by MxV Rail, indicate broken spikes continue to be a maintenance challenge on timber tie territory for railroads across the industry,” said Vossloh officials. The design of the fastening system can contribute to reducing the prevalence of broken spikes by encouraging secure and consistent connections between the rail and timber. Railroads outside North America have deployed the Vossloh KS fastening assembly for decades. It has recently tested well in the North American heavy-haul operating environment, reducing lateral and longitudinal loading and ensuring stable gauge strength.

L.B. Foster L.B. Foster develops vulcanized rubber bonded direct fixation fastener technology for the North American transit industry.

This past year, L.B. Foster received approval from the Chicago Transit Authority and New York City Transit Authority for its new four anchor Model F51 and F21 Series Direct Fixation Fasteners, respectively. The company’s Model F51 features a fully captive plate design in a lighter weight and more compact unit than the typical bonded DFF. Its Model F21 features a standard DFF footprint with two additional anchor locations. Both fasteners offer greater resilience, noise, and vibration mitigation, improved electrical isolation, and a reduced 18 Railway Track & Structures // July 2022

number of assembly components to improve construction and maintenance efforts.

With coordination between the company’s Pittsburgh R&D and Atlanta Transit Products Engineering and Laboratory teams, utilizing

“

VOESTALPINE RAILWAY SYSTEMS NORTRAK IS TAKING A LONG-TERM VIEW OF THE RAIL FIXATION MARKET AND BELIEVES THERE WILL BE INCREMENTAL GROWTH.

finite element analysis and depth-of-industry know-how, L.B. Foster also is currently designing a suite of high-resilience direct fixation fasteners for use in special trackwork areas. voestalpine Railway Systems Nortrak voestalpine Railway Systems Nortrak has continued to build momentum in the rail

fixation segment offering a broad product range that includes fully vulcanized direct fixation fasteners for mainline track and all configurations of special trackwork, NT2060 Safelok I style clips with rail pads and insulators, cast tie plates, and specialty concrete ties. voestalpine Railway Systems Nortrak is taking a long-term view of the rail fixation market and believes there will be incremental growth as new capacity projects and deferred maintenance programs contribute to volumes. However, the near term is murkier as labor and supply chain disruptions coupled with material cost escalations have the potential to dampen demand for the next 12 to 24 months. For that reason, vaRSN has focused on offering a portfolio of products that leverage its in-house manufacturing assets like the company’s foundry and plastics molding facility in Decatur, Ill., and concrete tie plant in Cheyenne, Wyo., to accelerate product development and control costs.

The recently completed LA Metro Regional Connector Project is an example of the systems solution approach as vaRSN offered bonded direct fixation fasteners standard and guardrail and special trackwork applications, including a new medium attenuation series of trackwork fasteners that was specifically tuned to meet the noise and vibration needs of the customer while saving 20% versus an rtands.com

Photo Credit: voestalpine Railway Systems Nortrak

voestalpine Railway Systems Nortrak offers fully vulcanized direct fixation fasteners.

RAIL FASTENERS

alternate high-attenuation design that was overkill for the environment.

Photo Credit: J.Lanfranco/Industry-Railway Suppliers

J . L a n f r a n c o/ I n d u s t r y - R a i l w a y Suppliers Industry-Railway Suppliers, founded in 1966, is the U.S. distributor of J.Lanfranco railroad tough locknuts and a North American distributor of AREMA track tools, abrasives, heavy railroad equipment, work equipment wear parts, and mechanical shop tools.

J.Lanfranco has created high-performance, all-metal, safety-critical locknuts for railroads, military vehicles, factories, and mining equipment since 1974.

The THU locknut’s single-piece design possesses self-locking technology and is service-proven in high-vibration areas: turnouts, diamonds, bridges, and switches.

Regardless of operating conditions, these nuts hold tight and keep rail traffic moving.

The dual locking slots clamp directly on bolt threads allowing high-speed installations with no thread damage to the bolt. Even with low clamp force, the THU nut resists vibration, shock, or impact, keeping critical infrastructure in good operating condition and maximizing track time.

J.Lanfranco’s nut sizes are compatible with all standard track or frog bolts and can installation is c with the widest variety of standard tools. These nuts are available from stock up to 2 ½ in. throughout Canada and the U.S. The THU’s dual-locking slots function independently of bolt tension, therefore, the parts can be removed and reused. With no anti-seize paste or grease required, the anti-galling nuts remain resistant to adhesive wear and immune

J.Lanfranco has created high-performance locknuts for railroads.

to corrosion despite extreme temperatures.

The efficiency and reliability of the J.Lanfranco THU locknuts decrease waste by lowering labor costs, reducing track maintenance time and service interruptions, and reducing damage to components and castings. This allows maintenance crews to focus on more important tasks than tightening traditional fasteners.

Kawasaki Kawasaki is bringing Kawasaki Track Technologies to the North American marketplace.

The company’s vision is to be a contributor in the rail industry by providing all track monitoring data and software solutions to analyze

H O L L A N D AU TO M AT E D M A N GA N E S E R E F U R B I S H M E N T

hollandco.com #HollandRail

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and predict maintenance needs.

Kawasaki Track Technologies is currently developing an autonomous fastener monitoring system. While installed on a locomotive, this technology will capture high-resolution pictures and provide the necessary data for Kawasaki to utilize machine-learning algorithms to identify potential track fasteners that need to be inspected and repaired.

Testing started in Japan earlier this year.

Kawasaki Track Technologies plans to roll out similar testing in the North American freight rail industry later this summer and release a prototype in 2023. This technology will continue to expand Kawasaki’s autonomous track inspection technology to enhance

F U L LY REFURBISH FROGS AND CROSSING D I A M O N D S 2 - 3X FAST E R T H A N TRADITIONAL R E PA I R S

July 2022 // Railway Track & Structures 19

RAIL FASTENERS

L.B. Foster develops vulcanized rubber bonded fixation fastener technology.

railroad safety and operating efficiencies.

Kawasaki has a locomotive-mounted autonomous track geometry monitoring system that has been in production since 2021.

Progress Rail Progress Rail, a Caterpillar company, supplies a full line of fastening systems for heavy haul and transit railways, offering one of the broadest fastening product portfolios in the world. By delivering options, such as the e-Style Clip, the resilient Loadmaster DF for timber ties, and

the ADFF55 high attenuation direct fixation fastener, Progress Rail supports its customers’ efforts to improve efficiency, service quality, and cost control.

For example, the DF Block System drastically improves the quality of direct fixation fastener installations for both standard and high attenuation units. The product eliminates the risk of irregular support surface conditions, honeycombs in the concrete, and improper concrete embedded insert elevation setting. On the Los Angeles Westside Purple Line

Kawasaki Track Technologies

Section 1 project, the DF Block system has reduced installation time with less material handling and fewer personnel required for the same work. The DF Block System improves the life expectancy of DF units, reduces maintenance, and provides significant initial installation savings compared to the 30-plus-year-old topdown construction technique.

With manufacturing facilities located strategically around the globe, Progress Rail produces fastener and trackwork solutions to the highest standards.

AREMA – Booth #826

Innovative Track Technology Solutions Locomotive mounted autonomous track inspection systems for geometry measurements and fastener conditions Data analytics

www.kawasaki-track.com

20 Railway Track & Structures // July 2022

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Photo Credit: L.B. Foster

Maintenance platform

SPECIAL TRACKWORK

CAN I HAVE THIS

DANCE?

U.S. manufacturers ready to feel the beat of those down south

By Bill Wilson, Editor-in-Chief

Photo Credit: Atlantic Track

T

he Mexican hat dance needs to be brought back on a whole different level. Throw a sombrero out in the middle of some tracks and try to high step over the rail and crossties while trekking through ballast. Manufacturers of special trackwork in southern North America certainly seem to be in a celebratory mood. Nortrak Damy told RT&S the special trackwork market in Mexico is up by 30% and is expected to grow even more this year. Passenger rail projects, including the Tren Maya, and government investments on railroad infrastructure for the new Mexico City airport and oil refineries along the Gulf of Mexico is fueling the uptick.

The toe-tapping, however, loses some enthusiasm once you get over the U.S.Mexico border. Here, many special trackwork manufacturers are coming off a rtands.com

flat market, but economic indicators are showing an increase over the last few months, and 2023 could be a bountiful year.

Market challenges have a familiar ring.

Supply chain issues and the resulting cost pressures on raw materials are keeping the special trackwork sector from truly taking off.

The following is a product roundup of special trackwork.

Atlantic Track Atlantic Track has added significant additional capacity for the supply of wheel steering equipment. These materials are for use on bridges, heavy-haul ballasted, structural, and direct fixation track.

The company’s expanded range of guarding products includes new pavement and continuously guarded rail systems, wheel steering ahead of the point of switch, switch

point guarding, guarding through frogs, and emergency guarding systems over bridges and elevated spans.

In addition, the wheel guarding products are cost effective and have value-added service and safety. Atlantic Track provides quality wheel guarding solutions for any wheel-to-rail application.

Atlantic Track manufactures special trackwork at its plants in Memphis, Tenn.; Richmond, Ill.; St. Clair, Pa.; and Clyo, Ga. “The ability to increase capacity is a result of steadily increasing market conditions in 2022,” Peter Hughes, president of Atlantic Track, told RT&S. Although the cost of steel kicked off 2022 with declines in January and February, the month of March brought the largest month-over-month increase in history. Leading economic indicators point towards continued increases in 2023.

July 2022 // Railway Track & Structures 21

SPECIAL TRACKWORK

Nortrak Damy’s Welded Spring Manganese designs serve to prolong the frog life.

voestalpine Railway Systems Nortrak voestalpine Railway Systems Nortrak has added a new member to the BlueRoll family of point rollers. While the other BlueRoll products focus on the switch area of a turnout, the BlueRoll MPF Extreme Duty targets the frog. It minimizes the friction acting on a moveable point frog by gently lifting the point as it moves, thereby reducing the need for maintenance and lubrication. The device clamps to the rail base in the tie crib at new installations, or as a simple retrofit to existing moveable point frog locations. Roller position is adjustable laterally to provide the most efficient lift point. As the name implies, BlueRoll MPF Extreme Duty shares a design philosophy and the same base components with the BlueRoll Extreme Duty switch point roller. All of the components are designed, sourced, and manufactured in the U.S. Nortrak also is committed to 22 Railway Track & Structures // July 2022

sustainability for its products and processes.

That is why, in addition to ISO 9001 and AAR M-1003 quality certifications, all of Nortrak’s operating facilities have been certified to ISO 14001:2015. Adherence to this standard for environmental management helps to demonstrate the commitment to the environment that is anchored in the company’s philosophy.

L.B. Foster L.B. Foster’s Allegheny Rail Products (ARP) division has recently introduced its new Insulated Joint Field Repair Kit after completing successful field trials. This convenient kit helps to extend the life of a bonded insulated rail joint showing signs of endpost head damage without the need of full joint replacement.

Due to the adverse loading conditions seen by the rail, lipping on the railhead is a very common occurrence. This leads to degradation of bonded insulated joints where rail lipping may cause electrical failure and damage to the endpost. The endpost repair process takes only 10 to 15 minutes per joint, and one kit can repair 10 joints on average.

The ARP team also recently introduced a new Curved Bonded Insulated Rail Joint Bar to meet growing demand for this type of non-traditional, high-performance insulated joint bar. Bonded insulated joints are typically designed for straight track installations.

According to Sid Shue, director, L.B. Foster Rail, “As we have seen demand for this type of joint increase over the past two years, our engineering and production

teams have investigated the feasibility of making curved insulated joint bar kits for 82-ft curves by creating working prototypes at our Niles, Ohio, plant. The challenge we faced in making a bar with such sharp radius was the residual stress around the holes that would remain in the bar after the drilling and bending.”

Nortrak Damy Nortrak Damy’s Welded Spring Manganese (WSM) designs serve to prolong the frog life by replacing rail, block, and bolt assemblies with wear-resistant manganese and flash butt welds. WSM frogs can be welded when worn because of the high solidity casting. These factors and large multi-tie base plates result in a strong frog that resists thermal stresses.

The WSM offers the following benefits: • It uses high-solidity explosive depth hardened manganese steel; • There is a continuous running surface; • Large multi-tie base plates are used; • There is reduced maintenance; and • There is low impact.

Progress Rail A manufacturer of specialty trackwork in North America, the United Kingdom, and Australia, Progress Rail, a Caterpillar company, offers a full line of trackwork, components, and fasteners for heavy-haul and transit railways.

Track products available to satisfy customer requirements include: • Trackwork: ranging from complete rtands.com

Photo Credit: Nortrak Damy

While market conditions allow Atlantic Track to remain optimistic, the greatest challenge the company is facing is adequate staffing and soaring labor costs. To address this challenge, Atlantic Track has partnered with the state of Tennessee, U.S. Department of Labor, and Memphis-Shelby County schools to launch two registered national apprenticeships and a pre-apprenticeship for high school students as well. To date the company has filled eight skilled jobs with 98% retention rate. Currently, Atlantic Track has seven apprentices and seven pre-apprentices in the welding and CNC machining apprenticeships.

SPECIAL TRACKWORK

turnout panels to replacement parts, flash butt welded frogs, lift frogs, taper heel frogs, partial flange bearing frogs, moveable point frogs, OWLS crossings, and clamptite adjustable braces; • Specialty trackwork: fixed and sliding buffer stops, overhead line structures, stretcher bars, and hollow steel sleepers; • Rail: guard rails, asymmetric switch points and solid monoblock, trimetallic welded rail leg crossings; and • Fasteners: ME Series or MACRO Armor for concrete ties and rail anchors, bonded direct fixation fasteners and e-clips.

Photo Credit: voestalpine Railway Systems Nortrak

With manufacturing facilities located strategically around the globe, Progress Rail produces quality trackwork and fasteners, with 100-plus years of experience in the design and manufacture of cast manganese crossings.

Progress Rail is proud to support its customers with a broad range of products and services that play a crucial role in enhancing reliability and minimizing track downtime.

voestalpine Railway Systems Nortrak’s BlueRoll MPF Extreme Duty point roller.

RENTING QUALITY TRUCKS AND YELLOW IRON EQUIPMENT FOR OVER 40 YEARS. rtands.com

RENTAL SYSTEMS, INC.

800.969.6200 DANELLA.COM/RENTALS

July 2022 // Railway Track & Structures 23

Message From The President

J

MICHAEL P. FREEMAN AREMA President 2021-22

uly is not full of major sporting events, however, there are a few that will have my attention. Wimbledon, though it starts in late June, concludes on July 10. Wimbledon is the only one of the four Grand Slam tennis tournaments to still be played on grass courts. Though it seems like a hard surface would yield a faster game, according to the experts, the grass courts create a faster game.

For you cycling enthusiasts, the Tour de France is held from July 1 through July 24. The tour consists of 23 stages, runs through many towns and villages throughout France, and covers over 2,000 miles. It is quite the test of endurance, skill, and a bit of luck, and the winner is crowned with the famous yellow jersey at the Champs-Elysée in Paris. My personal favorite event during July is The Open Championship (British Open). This year, the event will be held at St. Andrews Golf Club, which is known as the birthplace of golf.

The course was originally established in 1552 and has survived multiple periods of prohibition of golf because the king at the time thought the game of golf was distracting young men from practicing their archery skills. The challenging layout, wiry grasses, and deep bunkers might make some wish there were such a ban, even today. Wow, have times changed.

Let us turn our attention to AREMA and the activities that are underway. Through the spring and summer, AREMA’s Technical Committees have conducted meetings in person, virtually, and have used a combination of the two.

The preferred meeting experience is in person, but some committees also have offered ways for those not in attendance to participate. The hybrid meeting, where part of the attendees are in person and part of the attendees are attending rtands.com

virtually, has received mixed reviews. Can the hybrid approach be successful? The success of a hybrid meeting depends on a couple of key elements, including the material to be covered and how well the virtual set-up functions during the meeting (speakers, visuals, etc.). My preference is always face to face.

A focal point for AREMA in the first half of 2022 has been making sure the material in the Manual for Railway Engineering (MRE) is up to date. How current the articles of the MRE are as a whole is referred to as the health of the Manual.

Obsolete materials and processes must be removed from the MRE and replaced with stateof-the-art materials and processes. According to the Regulations Governing AREMA Committees and AREMA’s Strategic Plan, each article in the MRE is to be reviewed at intervals not exceeding seven years. The review is intended to make sure the MRE material is relevant and accurate. The review also should identify where improvements may be needed and made over time. Keeping the Manual up to date is an arduous task, but I encourage all committee members to do your part to maintain the health of the Manual, and for all committee leadership to promptly report the reviews and updates.

AREMA held a successful Communications & Signals (C&S) Symposium in Kansas City in mid-May. The C&S Symposium was held in conjunction with RSSI’s C&S Exhibition. Early feedback from the attendees has been positive.

AREMA plans to continue to hold a symposium annually to address different topics of interest to the membership and industry. The current plan is to hold a symposium addressing railway roadbed and ballast in 2023, and a symposium addressing sustainability and resiliency in 2024.

AREMA works continuously to be the association of choice in every aspect of railroad engineering and operations. Of course, association resources are limited and AREMA’s focus must be laser-like to make sure the efforts and resources of the association are directed toward providing services that meet or exceed the expectations of the membership. I mention this to help explain a change which will be occurring following Railway Interchange 2023.

Each year from 2024 through at least 2027, AREMA will hold its own Annual Conference & Expo and will not be a participant in Railway Interchange. AREMA has been a part of Railway Interchange for the past decade when Railway Interchange has been held (in odd number years). While there have been some positives related to our participation

PROFESSIONAL DEVELOPMENT AREMA is focused on your education and helping you advance in the railway industry. AREMA’s seminars provide Professional Development Hours (PDH) to serve your educational needs.

Introduction to Practical Railway Engineering Seminar Date: Friday, Aug. 26 Sunday, Aug. 28 Location: Denver, Colo., in conjunction with the AREMA 2022 Annual Conference & Expo PDH: 20 Track Alignment Design, Part 1 Seminar Date: Wednesday, Aug. 31 Friday, Sept. 2 Location: Denver, Colo., in conjunction with the AREMA 2022 Annual Conference & Expo PDH: 14.5 Culvert and Storm Drain Inspection Seminar Date: Thursday, Sept. 1 Location: Denver, Colo., in conjunction with the AREMA 2022 Annual Conference & Expo PDH: 6.5 These courses are comprised of recommended practices and relevant accumulated knowledge from subject matter experts in the railroad industry. They are not intended as a regulatory qualification.

To register for these seminars, and our other On Demand education, please visit www.arema.org.

July 2022 // Railway Track & Structures 25

in Railway Interchange, there also has been a reduction of resources and opportunities to help strengthen AREMA. The AREMA Board of Governors has been reviewing AREMA’s Railway Interchange participation for quite some time and recently exercised their fiduciary responsibility and acted to discontinue AREMA’s participation in the Railway Interchange. Although not all will agree with this action, the AREMA Board of Governors felt when all factors were considered this will prove to be beneficial to AREMA and most importantly, its membership. AREMA is fully committed to Railway Interchange 2023 (Oct. 1-4) and to our long-standing partnerships with RSI, REMSA ,and RSSI. Planning for that event is already underway.

Just as the traditional sporting events such as Wimbledon, Tour de France, and The Open Championship occur annually in July, be sure to make the AREMA Annual Conference & Expo an annual tradition and get registered if you have not already. Let’s plan on making the AREMA 2022 Annual Conference & Expo in Denver, which will be held Aug. 28-31, a resounding success. Until next time, be well and be safe.

FYI

Denver is calling! Register now for the AREMA 2022 Annual Conference & Expo, Aug. 28-31, in Denver, Colo. For the latest information about Keynote Speakers, technical presentations, Expo, sponsorship, and more, visit www. conference.arema.org. Register today; rates increase on July 21.

Order the 2022 Manual for Railway Engineering now. With more than 40 new or revised Parts, it’s the perfect time to get the 2022 Manual. More details and how to order are available at www.arema.org or contact publications@arema.org for more information.

Don’t miss out on the conversation happening in AREMA’s Member Forum. The Member Forum connects you with other members by allowing you to send messages, start conversations, and more. See what everyone is talking about today: https:// community.arema.org/home.

If you’re looking for a new podcast to binge, listen to AREMA’s Platform Chats. It features guests from every aspect of the railway industry.

Leverage the power of your trusted association’s Railway Careers Network to tap into a talent pool of job candidates. Visit www. arema.org/careers to post your job today.

Coming soon—2022 Portfolio of Trackwork Plans. This edition features new plans and specifications that relate to the design, details, materials, and workmanship for switches, frogs, turnouts and crossovers, crossings, rails, and other special trackwork. Contact publications@arema.org for more details.

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

UPCOMING WORK ON PRECISION SCHEDULED RAILROADING (PSR) PLANNED FOR THE AREMA ANNUAL CONFERENCE AND BEYOND

By AREMA Committee 16 - Economics Of Railway Engineering & Operations 2022 AREMA Conference Precision Scheduled Railroading (PSR) Panel Discussion •

The application of PSR principles to railroading operations has, and will continue to, generate railway engineering challenges and opportunities. Given the timely and evolving nature of this topic, the 2022 AREMA Conference organizing committee has approved AREMA Committee 16’s proposal to hold a 60-minute PSR panel discussion as part of the Engineering Services technical program. A panel of five knowledgeable Committee 16 members representing railroad, supplier, consultant, and educator perspectives have volunteered to participate. The primary goals of this panel discussion are to provide different perspectives related to PSR principles, its impact on engineering and operations applications, its current needs and future evolution, and to stimulate active engagement with the AREMA Conference attendees. A Working Group has been created, led by Richard Lanyi, chair of Committee 16’s PSR Subcommittee, which has been tasked with developing panel discussion topics and presentation materials for this informative discussion session.

Sub-Committee 4: Section TBD Precision Scheduled Railroading (PSR) •

Upon an initial review of the AREMA Manual for Railway Engineering’s (MRE) Chapter 16 content relating to the Economics of Railway Engineering and Operations,

26 Railway Track & Structures // July 2022

it became apparent that the basic principles of PSR impact the majority of this subject matter. The PSR Subcommittee’s first task was to complete a review of published materials with the intent of creating a general definition of PSR in terms of objectives, principles, and applications. This task has been completed and will shor tly be presented to the wider committee for review. The current consensus within the committee is that a PSR section should be located within Part 4 Railway Operations. The subcommittee’s second task has been to complete a review of Class 1 PSR applications best practices and performance based on publicly available published information with the aim of acquiring potential new Chapter 16 MRE content, as well as future existing C h a pte r 1 6 M R E u p d a te s . T h i s ta s k h a s b e e n completed and a summary report is being finalized for further review by the wider committee. Current tasks under development include development of a lens through which PSR principles and applications can be assessed when reviewing current manual materials for future updates, followed by a Manual Gap Analysis to confirm the appropriate section to launch PSR principles into MRE materials and to identify and prioritize sections that might require updating.

This subcommittee remains an ongoing assignment under the guidance of Committee 16’s leadership.

For more information or to join an AREMA committee, contact info@arema.org.

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GETTING TO KNOW

Committee 24 Chair Ashley K. Pate He was an optical engineer passionate about his industry. We’ve been able to provide an annual scholarship for a number of years on our own and the past four years with his alma mater, the University of Arizona, where we endowed his scholarship in 2018.

AREMA: Tell us about your family.

PATE: My nine-year-old son, Gavin, is my world. I’ve been traveling with him since he was eight months old. He also is very active in and shares my love for sports. He plays organized baseball and basketball. I also have two German Short-Haired Pointers that are backyard hunters.

ASHLEY K. PATE Business Development Manager - TranSystems Committee 24 - Education & Training AREMA: Why did you decide to choose a career in railway engineering and how did you get started?

PATE: I didn’t choose the railway industry, the railway industry chose me. I went to work for TranSystems right out of school and about five months after I started I was assigned to support the freight rail group in Kansas City.

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

PATE: Being new to anything railroad, I got online and tried to learn everything I could about the industry. I took tons of notes in meetings and kept hearing people talk about AREMA committee meetings they were attending. I did my homework and asked one of my bosses, Tim Rock, if I could join—the more I learned about the rail industry, the more valuable I felt I would be in my role at TranSystems. He agreed and I chose Committee 24 - Education & Training and Committee 14 - Yards and Terminals.

In 2013, my fellow members of Committee rtands.com

24 nominated me to be secretary. Because I am an Associate Member, the Board needed to approve me to be in Committee Leadership, which I’m extremely grateful for. This August I’ll be finishing up my term as chair, but I’m also supporting a future symposium and participate in the Engagement Committee. AREMA members do a lot of great work and it’s inspiring and energizing to be around people that just want to help grow the railway industry.

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

PATE: I love to play golf, read books, and travel. I’m always planning my next vacation and love to visit different National Parks.

I’m also involved in Operation Lifesaver and primarily share the message of safety around trains and tracks with grade school children.

It’s rewarding to see my nine-year-old call out when someone is being safe around tracks. I also have spent the past 11 years leading a scholarship foundation in honor of my dad.

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

PATE: I have won about 90% of the long drive competitions that I’ve played during scramble golf tournaments. I have the swing of John Daly. Multiple golf coaches have tried to “correct” my swing—all have failed. I also created the AREMA group on LinkedIn to help promote AREMA activities, which currently has more than 14,700 members.

AREMA: What is your biggest achievement?

PATE: Besides completing the Practical Guide to Railway Engineering (PGRE) document with Bill Riehl and Committee 24 (a three-year project to update), I think my biggest achievement is being recognized by the rail industry even though I’m not an engineer or technical. In 2019 I was a runnerup for Railway Age’s 10 Under 40 program.

Knowing that I’m making an impact inspires me to continue doing what I’m doing— staying involved and volunteering to support the railway industry.

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

PATE: Be a sponge. Use the resources that are provided within AREMA or at your job. Ask questions, detailed questions so you know the why and how, not just the what. Read industry publications, listen to podcasts, and attend trade shows and conferences. Keep an open mind about continuing to learn about other perspectives from your industry colleagues.

July 2022 // Railway Track & Structures 27

Nominees for Election to the 2022–2023 AREMA Functional Group Board of Directors Nominated For: Senior Vice President Name: Raymond G. Verrelle, Jr., P.E. Title: Vice President, Engineering Services Organization/Company: Amtrak Joined AREMA or Predecessor Organization: 2007 Biography Verrelle started working at Railway Systems Design in 1993. In 1995 he was hired by Amtrak and worked there from 1995-2000. In 2000 he accepted a position at Gannett Fleming Transit and Rail Systems and worked there until 2006. In 2006 he joined Amtrak as Director, Engineering, and his current position is Vice President, Engineering Services He holds a BS degree in Civil Engineering from Temple University. He has a Professional Engineer designation.

Verrelle is a past Vice Chair and Chair of AREMA Committee 33. He previously held positions on the AREMA Board of Directors as Functional Group Vice President and Director— Passenger and Transit Functional Group.

Nominated For: Vice President—Communications, Signals & Information Technology (Three-Year Term/Re-elect) Name: Jerry W. Specht, EIT Title: Senior Director, Product Management Organization/Company: Wabtec Corporation Joined AREMA or Predecessor Organization: 1999 Biography Specht joined BNSF Railway in 1999 as a corporate management trainee. He worked in various supervisory positions until 2008 when he became Assistant Division Engineer, then Manager of Signal, then Director, Engineering, from 2012 until 2021. He has over 20 years of experience working in the rail industry and is currently Senior Director, Product Management, at Wabtec Corporation.

He holds a BS Electrical Engineering degree from North Dakota State University and has an Engineer in Training License.

Specht is a member of the Institute of Electrical and Electronics Engineers (IEEE) and has been an AREMA committee member since 2007.

He is currently an active member of Committees 36, 37, and 39. He has served on the AREMA Functional Group Board of Directors as Director—Communications, Signals & Information Technology, now currently Functional Group 28 Railway Track & Structures // July 2022

Vice President. He also was a past member of the AREMA Membership Committee and Nominating Committee and is a current member of the Publications Committee and Education Review Committee.

Nominated For: Vice President— Passenger & Transit (Three-Year Term) Name: Lucas A. Bathurst, P.E. Title: Vice President Organization/Company: HDR Joined AREMA or Predecessor Organization: 1997 Biography Bathurst began his career in law engineering in 1992. He was a Research Assistant/Teaching Assistant at the University of Delaware, 1995-1997, and was with Amtrak, 1997-2004, in various positions, HNTB Corporation, 2004-2007, as Rail Department Manager, and is now with HDR since 2007 in various positions, currently Vice President He holds a BS Civil Engineering degree from Lafayette College and an MS Civil Engineering degree from University of Delaware. He has a Professional Engineer designation.

Bathurst is currently a member of AREMA Committee 17. He previously served as past chair and vice chair of that committee. He currently serves as a Director of the Passenger & Transit Functional Group on the Board of Directors.

He is a member of the American Society of Civil Engineers (since 1992) and was a member of the Transportation Research Board (2004-2018).

Nominated For: Vice President—Track (Three-Year Term) Name: David C. Clark, P.E. Title: Director, Construction Engineering Organization/Company: CSX Transportation Joined AREMA or Predecessor Organization: 1996 Biography Clark has been with CSX Transportation since 1996 and began his career as an Assistant Trainmaster. He has held positions such as Project Engineer; Director, Engineering Services; Manager, System Production Operations; Engineer, Maintenance of Way Standards; and Manager, CREATE. He has been in his current position as Director, Construction Engineering, since 2012.

He holds BS and MS degrees in Civil Engineering from University of Kentucky. He also has

an MBA from the University of Phoenix. He has a Professional Engineer designation.

Clark is an active member of AREMA Committees 4 and 5 and has held leadership terms as Committee 5 Secretary, Vice Chair, and Chair. He has served on the AREMA Functional Group Board of Directors as Director—Track for two separate terms. He also was a former member of the Publications Committee. He is a member of Tau Beta Pi (Engineering) and Xi Epsilon (Civil Engineering).

Nominated For: Director—Engineering Services (Three-Year Term) Name: Michael P. Atzert, P.E. Title: Project Engineer/ Program Manager Organization/Company: Design Nine, Inc. Joined AREMA or Predecessor Organization: 2004 Biography Atzert has worked at Design Nine since 2006 and is currently Project Engineer/ Program Manager.

He holds a BS degree in Civil Engineering from Southern Illinois University, Edwardsville.

He has a Professional Engineer designation.

Atzert is a member of AREMA Committee 14 and was previously the chair, vice chair, and secretary. Currently he is the Subcommittee B Chair of Committee 14. He is a member of The Engineers’ Club of St. Louis, St Louis Railway Club, American Society of Civil Engineers, Catholic Youth Council Sports, Gateway Region YMCA, and Secretary of the ASLRRA Engineering Committee. He is a contributor to the AREMA Design of Bulk Facility Terminals webinar.

Nominated For: Director—Maintenanceof-Way (Three-Year Term) Name: Stephen C. Love Title: Manager of Inspection & Records Organization/Company: CSX Transportation Joined AREMA or Predecessor Organization: 2016 Biography Love started his career with CSX in 2008 as Assistant Roadmaster. He then moved to Roadmaster in 2011, Staff Engineer in 2013, and Roadmaster II in 2016. He has been in his current position at CSX Transportation since 2018. rtands.com

He has attended the University of Memphis, Anderson University, and the University of Alabama.

Love has been a member of AREMA Committee 40 since 2019 and currently serves as chair of the committee.

Nominated For: Director—Structures (Three-Year Term) Name: Mark W. Shafer, P.E. Title: Vice President Organization/Company: HDR Joined AREMA or Predecessor Organization: 2003 Biography Shafer began his career with Schemmer Associates in 1991. He moved to TranSystems in 2001 and then to HDR in 2013. His current position is vice president at HDR. He has over 30 years experience in structural engineering and bridge inspection.

He holds BS and MS Civil Engineering degrees from Iowa State University. He has a Professional Engineer designation.

Shafer has been a member of AREMA Committee 10 since 2003. He currently serves as chair, and previously was vice chair and secretary

of the committee. He was a previous member of AREMA Committee 15. He also is a member of SAME and the American Society of Civil Engineers. He has been instrumental in revising and/ or developing the AREMA Bridge Inspection Handbook, Bridge Inspection webinar series, as well as the AREMA “Fix It” Seminar.

Nominated For: Director—Communications, Signals & Information Technology (Two-Year Term) Name: Jared Hopewell Title: Senior Director, C&S Operations and Digital Transformation Organization/Company: Norfolk Southern Corporation Joined AREMA or Predecessor Organization: 2012 Biography Hopewell started his career in 2004 with L3 Electron Devices as an engineer and moved to Norfolk Southern Corporation in 2005. He has held various positions in various locations. His current position is Senior Director, C&S Operations and Digital Transformation.

He holds a BS degree in Electrical Engineering from Pennsylvania State University.

Hopewell has been a member of AREMA Committee 37 since 2014.

Nominated For: Director—Passenger & Transit (One-Year Term) Name: Sean P. Kullen, P.E. Title: Senior Engineer Organization/Company: VHB, Inc. Joined AREMA or Predecessor Organization: 2009 Biography Kullen began his career in 1994 as a rail engineer for VHB. He then went to HDR as Senior Rail Engineer in 2005. He returned to VHB as Senior Engineer in 2016, his current position. He has 28 years of experience in the rail transportation industry.

He holds a BS Civil Engineering degree from Worcester Polytechnic Institute and an MS Civil Engineering degree from Northwestern University. He has a Professional Engineer designation.

Kullen has been a member of AREMA Committee 11 since 2009 and Committee 17 since 2013. He served as chair, vice chair, and secretary of Committee 11. He is a Certified Quality Auditor and member of the American Society of Quality.

UPCOMING COMMITTEE MEETINGS 2022 MEETINGS *AUG. 27

*AUG. 27-28

*AUG. 28

*AUG. 28

Committee 27 - Maintenance of Way Work Equipment

Committee 24 - Education & Training

Committee 12 - Rail Transit

Committee 5 - Track

*AUG. 28

*AUG. 28

*AUG. 28

*AUG. 28

Committee 17 - High Speed Rail Systems

Committee 11 and 17 Joint Meeting

Committee 11 - Commuter & Intercity Rail Systems

Committee 16 - Economics of Railway Engineering & Operations

*AUG. 28

*AUG. 28

*AUG. 28-29

*AUG. 29

Committee 10 - Structures Maintenance & Construction

Committee 33 - Electric Energy Utilization

Committee 6 - Rail Facilities, Utilities and Buildings

Committee 13 Environmental

*AUG. 29

*SEPT. 1

*SEPT. 1

SEPT. 27-28

Committee 41 - Track Maintenance

Committee 38 Information, Defect Detection & Energy Systems

Committee 39 - Positive Train Control

Committee 15 - Steel Structures Virtual Meeting

*Denver, Colo., in conjunction with AREMA 2022 Annual Conference & Expo 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.

rtands.com

July 2022 // Railway Track & Structures 29

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Reader Referral Service This section has been created solely for the convenience of our readers to facilitate immediate contact with the RAILWAY TRACK & STRUCTURES advertisers in this issue.

The Advertisers Index is an editorial feature maintained for the convenience of readers. It is not part of the advertiser contract and RTS assumes no responsibility for the correctness. rtands.com

July 2022 // Railway Track & Structures 31

LAST STOP

We’ve come full circle Railroad service today may be worse than it was 40 years ago

By David C. Lester, Managing Editor

D

uring the 1970s, the railroad industry as a whole was struggling with onerous economic regulation by the Interstate Commerce Commission. Some thought nationalization was imminent, and rail service was generally in the toilet. Fifty years later, after Staggers, huge mergers, massive technology and physical plant investments, big new or remodeled headquarters buildings, strong financial performance, and PSR, rail service has returned to the toilet. Recognition of this by shippers and the federal government resulted in a Surface Transportation Board hearing on April 26-27, entitled “STB Hearing on Urgent Issues in Freight Rail Service.” Regulators, shippers, and railroads gathered for these two days to listen to shippers tell horror stories about how poor rail service had cost them millions of dollars.

Hearing transcripts and videos are available on the web, but my colleague Frank Wilner, Railway Age’s man in Washington, offered some highlights in a recent piece on the hearing: “The American Farm Bureau Federation reported unfilled grain car orders up 47%. The Fertilizer Institute said a railroad told customers to ‘curtail’ shipments, menacing maximum crop yields owing to a short window for fertilizer application. Ranchers said they are ‘depopulating’ (killing?) herds owing to feed shortages. Increases in dwell time (cars not moving), said a witness, elevates storage fees even when the customer has ‘no control’ over the delay. A municipality said its water supply system is dangerously short of chlorine. A shipper said a car destined for Galesburg, Ill., was detoured to Nashville to alleviate carrier congestion, arriving in Galesburg 33 days late.” What a mess.

After this airing of grievances during the hearing, the STB directed the railroads to develop and submit service recovery plans “that would specifically describe their key remedial initiatives and promote a clearer vantage point into operating conditions on the rail network.”

I've read the four reports; unfortunately, they appear to have been written 32 Railway Track & Structures // July 2022

by Harvey Milquetoast.

The STB was not happy and ordered the four railroads “to provide additional information on their actions to improve service and communications with their customers and additional detailed information to demonstrate their monthly progress in increasing the size of their workforces to levels needed to provide reliable rail service.”

There were similar stories from other shippers, but too many to discuss here.

One observer said that he had never seen the service situation this bad in 30 years of railroading. And, it is bad. It’s a fact that freight railroads are the lifeblood of much of our economy. And, except for intermodal freight, many of the products carried by rail are not ones most people think about. Fertilizer? Chlorine? Feed for herds of cattle? Certainly not things we have on the tip of our brains that kick off red signals when we hear about poor rail service. What is the government (i.e., the STB) supposed to do when they hear these horror stories? Sit back, relax, and say, “oh, it'll get better?”

I believe the STB is on the right track, despite the Association of American Railroads’ concerns such as its assertion that there is no explanation by the STB around how it will use requested information.

While the AAR may have a point, I believe the level of crisis warrants granting the STB a relatively free hand at gathering data from which it believes it can draw actionable conclusions. Moreover, with the seriousness of the situation, I was surprised to hear the AAR say the need for STB data “must undergo the Paperwork Reduction Act analysis.” So, let’s sit around and perform a paperwork reduction analysis while shippers lose business and rot.

While the pandemic had some impact, I believe our current situation is primarily the result of the industry having precision scheduled railroading (PSR) thrown back in its face. Power storage? Worker layoffs?

Sound familiar? With PSR, roads had planned to create super railroads, running efficiently with minimal crews, minimal locomotives, and 3-mile-long trains that

would cut expenses to the point where shareholders would fawn over the company’s impressively low operating ratio and load their pockets with short-term profits from rising stock prices.

Power and worker shortages have put the rail industry behind the 8 ball, and the economy is suffering for it. I’ve written in this space before that the stakeholders of most significant companies include the customers, employees, the communities in which they operate, and the shareholders. Over the past several years, the excessive attention paid to shareholder value has left the other three significant stakeholders in a lurch.

While some believe the STB is overstepping its bounds and placing an unnecessary burden on the railroads, I disagree. Indeed, the longer it takes for the Class 1s to get their acts together, the more we will hear now distant thunder around the possibility of re-regulation of railroading. Class 1 leadership needs to study the history books on railroading in the 1970s and read about how Interstate Commerce Commission regulation left the railroads to wither on the vine and some to die on the vine. The rail industry is in a much better position now to meet the needs of all stakeholders and has a bright future ahead if it can get back on track. Otherwise, railroad service will remain in the toilet, and the industry will haul a smaller percentage of the nation’s freight than it does today.

David C. Lester

rtands.com

220038

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