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HSR – Flying Off the Track
Must We Wait More Than 100 Years?
By David C. Lester, Editor-in-Chief
Iwrote a column in the May 2022 issue of Railway Track & Structures , exactly two years ago, entitled “A Requiem for HSR in America.” My argument was (and remains) that there is not enough political will in the United States to see an HSR project come to fruition during the next 100 years. I don’t see that much has changed during the past two years and with the current administration cutting spending, it’s hard for me to imagine that work will continue on existing projects or any new projects will get off the ground.
Consider the situation in Texas. After years of wrangling about eminent domain and other issues, the project seems to have hit a brick wall. The last brick was put in that wall by the Trump administration’s recent decision to pull a $64 million grant earmarked for the Texas HSR project. U.S. Congressman Michael McCaul (R-Texas) released a statement in April about the administration’s move:
“I’m extremely grateful [USDOT] Secretary Duffy has canceled this $64 million grant, which would have imposed an economic injustice on Texas’ landowners –– forcing them to subsidize the very project that could strip them of their property. The Texas high-speed rail project has been a disaster from the start, with numerous delays, permitting issues, and ballooning costs. [The administration’s] announcement is a tremendous victory for Texans across my district, who do not need this project and should not be on the hook to fund it. I will continue working with the administration to safeguard taxpayer dollars and protect the land that Texas’ farmers, ranchers, and landowners tirelessly care for and deserve to keep.”
News reports in April revealed that a Republican donor and investment banker took over the $30 billion project. His name is John Kleinheinz, and while
he’s been involved in and enthusiastic about the project for a long time, his organization will face many of the same challenges the project has had so far. To make the situation more interesting, the Fort Worth City Council has approved up to $75,000 to be spent on an economic impact study around extending the high-speed line to Fort Worth. Despite these forward-looking moves, I remain pessimistic about the long-term prospects for this project.
Many are curious about the prospects for the California High Speed Rail project, but the fact that the initial build of the line is between Madera and Bakersfield (according to the map of the project in CHSRA’s 2025 progress report), in California’s Central Valley, has left many scratching their heads. Moreover, the agency’s report says that “Lack of stable, long-term funding has been a persistent challenge.” Well, the same could be said for nearly all passenger rail service in America. For the CSHRA line to be completed, more political will to spend the money will be needed. However, I just don’t see that happening. Maybe in 110 years.
DAVID C. LESTER Editor-in-Chief
TTC: Where Innovations Meet Real-World Rail Applications
Md. Fazle Rabbi – ENSCO, Inc., Pueblo, CO
Rakan Alturk – ENSCO, Inc., Pueblo, CO
Radim Bruzek – ENSCO, Inc., Pueblo, CO
Hugh B. Thompson II – Federal Railroad Administration, DC
Mahsa Gharizadehvarnosefaderani – Oklahoma State University, Stillwater, OK
Deb Mishra – Oklahoma State University, Stillwater, OK
The Transportation Technology Center (TTC) is a dedicated facility for researching, developing, and testing emerging technologies. It provides a controlled environment where new innovations are rigorously evaluated before being deployed on active rail networks. TTC features a diverse range of track conditions—from well-maintained infrastructure to severely defective track scenarios—allowing for a thorough assessment of new technologies in real-world conditions.
At TTC, researchers and engineers from public and private transportation agencies, as well as academic institutions, collaborate to refine and validate technologies that enhance rail safety. This ensures that innovations meet industry standards and operational requirements before being implemented.
Advancing Track Monitoring Technologies at TTC
Rail transportation agencies are constantly seeking efficient track monitoring systems to improve safety, reliability, and cost-effectiveness. Advances in sensor technology have enabled real-time monitoring of track
conditions, allowing for continuous assessment and early detection of potential issues.
TTC has served as a testing ground for various fiber-optic-based sensing technologies, particularly at its High Tonnage Loop (HTL) and Railroad Test Track (RTT) [1-4]. A recent collaboration between the Federal Railroad Administration (FRA), ENSCO, Oklahoma State University (OSU), and AP Sensing aimed to develop and enhance track monitoring methods using Optical Fiber Sensors (OFS). The objective was to enhance existing techniques and develop new methodologies that were previously unattainable due to limitations associated with conventional sensors.
University-Agency Partnership: Monitoring Track Transitions with OFS Railroad track degradation is common in transition zones, such as bridges approaches, tunnel slabs, and grade crossings, where abrupt changes in track bed properties can lead to differential settlements, hanging tie conditions, as well as amplified wheel loads [5-8]. Delayed or inadequate maintenance can accelerate track degradation, significantly increasing derailment risks.
A 2015 Vox report [9] highlighted that track failures, including broken rails and welds, account for 44.9% of train derailments. A recent incident on October 15, 2023, highlighted the importance of track monitoring. A BNSF coal train with 124 loaded hopper cars and five locomotives derailed on a bridge approach near TTC in Pueblo, Colorado. Thirty loaded coal cars derailed, causing the bridge to collapse onto Interstate 25. The National Transportation Safety Board (NTSB) determined that the derailment was caused by track failure, stemming from an improper thermite weld and an overstress fracture. [10]. The incident resulted in the tragic loss of a truck driver’s life and $15.6 million in damages.
Advanced track monitoring systems can help prevent such incidents by providing early warnings of track instability. OFS-based monitoring technology has the potential to revolutionize rail safety by enabling real-time monitoring of critical track sections and detecting issues before they become catastrophic.
Testing Optical Fiber Sensors at TTC In 2023 and 2024, researchers conducted two phases of field testing at TTC to evaluate
Figure 1: Researchers working at TTC’s RTT track testing site to evaluate the performance of FBG and DAS technologies under moving wheel loads
two key OFS technologies for track condition monitoring: (1) Fiber Bragg Grating (FBG); and (2) Distributed Acoustic Sensing (DAS). Rail-mounted FBG-based strain sensors can measure rail strain at specific points like conventional strain gauges, but with superior multiplexing capabilities, enabling a quasi-distributed system for scalable track condition monitoring. In contrast, the DAS technology utilizes the entire optical fiber as a continuous sensor, allowing real-time, long-distance distributed monitoring. The next section outlines research conducted at TTC to evaluate these sensor technologies.
In Phase I, researchers evaluated the adequacy of DAS technology for long-range track monitoring at the RTT test tracks. Phase I also included an initial comparison between wheel load induced rail strain measurements using FBG-based strain sensors and traditional strain gauges. In 2024, the second phase of field
testing primarily focused on FBG-based strain sensors and evaluated different sensor locations and data analysis methods to accurately estimate the track’s response to train loading under varying support conditions. The second phase of testing was carried out at TTC’s HTL tracks. Figure 1 shows drone footage of research teams from FRA, ENSCO, OSU, AP Sensing, and Instrumentation Service Inc. in the field, conducting tests on various types of OFS alongside conventional sensors for monitoring the track degradation under moving locomotive wheel loads. Track degradation was simulated by strategic removal of selected crossties from the test section.
FBG Sensors for Railway Track Monitoring
The research was conducted in two phases, each testing with a unique approach to track monitoring:
1. Phase 1 (2023): Rail-Tie Interface
Force and Wheel Load Measurements
a. Researchers examined whether FBGbased strain sensors could accurately measure rail-tie reaction forces and wheel loads using crib- and tie-circuit configurations.
b. A specialized system was installed on the RTT test track, where FBG-based strain sensors replaced traditional strain gauges to compare their accuracy. Figure 2.a shows the conventional crib- and tie-circuit configurations to measure the vertical wheel load and tie reaction forces, where FBG-based strain sensors were used instead of conventional strain gauges.
2. Phase 2 (2024): Axial Strain- Based Monitoring
a. The focus shifted from shear strain measurements on the rail web to rail axial strain measurement-based techniques for improved track response monitoring.
b. A total of 28 FBG sensors were installed in a multiplexed arrangement utilizing four
2: Photographs showing: (a) Rail-mounted FBG-based strain sensors installed to represent crib and tie circuit configurations (@RTT); (b) Various FBG sensor configurations installed on the rail head, web, and foot (@HTL); (c) Fiber optic cables attached to the rail head and foot along a 165-ft. section of the RTT track, to be used along with the DAS system; (d) Optical fiber cable with a ruggedized environmental protection jacket attached to the rail foot (@RTT) for use with the DAS system.
Figure
channels of an optical interrogator.
c. Sensors were placed at different levels along the rail height. Figure 2. b shows FBGbased strain sensors installed along the rail head, web, and foot to identify optimal placements for the most accurate measurements.
Before installation at TTC, OSU researchers validated the FBG sensors through numerical modeling and laboratory testing to ensure accuracy [12].
Track monitoring methods, whether based on differential shear strain or rail axial strain measurements, require precise strain measurements at specific rail locations under moving loads. FBG-based strain sensors, classified as a quasi-distributed system, enable multiple sensing points along a single fiber, making them ideal for monitoring critical track sections like transitions, curves, and highspeed segments. However, FBG-based strain sensors measure strains at discrete points along the track. For long-term monitoring of track segments, Distributed Optical Fiber Sensors (DOFS) offers a more effective solution. The DAS technology is a type of DOFS. The next section of this article outlines DAS-related
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research activities conducted at TTC’s RTT testing facilities.
DAS Technology for Continuous Track Monitoring
The DAS technology transforms an entire fiber-optic cable into a continuous sensor, allowing for real-time, continuous (both spatially as well as temporally) monitoring of track conditions. Previous DAS research at TTC involved embedding sensor cables in the ground or placing them beside the track to monitor long-term track degradation. However, as part of this collaborative effort, researchers assessed the feasibility of attaching the optical fiber cable directly to the rail, rather than laying it adjacent to the track. This study compared the sensitivity and accuracy of the DAS technology for track condition assessment when the cables were installed on the rail head versus the rail foot (See Figure 2.c). Additionally, different fiber attachment methods and the sensitivity of different weathering protection jackets were evaluated under loading from a locomotive operating between 10 to 100 mph (See Figure 2.c&d). Findings indicated that
sensor placement and attachment method significantly affected measurement accuracy, emphasizing the importance of optimizing installation techniques for future deployments.
Conclusions
The research conducted at TTC has been instrumental in advancing OFS technology for track condition monitoring. The collaborative efforts of FRA, ENSCO, OSU, and AP Sensing have demonstrated the potential of FBG- and DAS-based sensors for real-time, continuous track condition monitoring. This study found that the accuracy of FBG-based strain sensors can be improved through strategic sensor placement, making them ideal for targeted monitoring in critical track areas. On the other hand, sensitivity of the DAS technology varies based on deployment location, attachment method, and train speed, but data postprocessing methods can improve accuracy and enhance sensitivity. Both technologies have the potential to improve railway safety by detecting track issues before they lead to derailments. By providing a realistic yet controlled testing environment, TTC enables researchers to
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refine and validate cutting-edge rail monitoring solutions. With continued advancements in fiber optic sensing, the future of railway safety is poised for significant improvements in both efficiency and reliability. To learn more about the TTC, please visit ttc-ensco.com Reference
[1] Chuang, S. L., Hsu, A., & Young, E. (2003). Fiber Optical Sensors for High-Speed Rail Applications. University of Illinois at Urbana-Champaign. Transportation Research Board, High-Speed Rail IDEA Program.
[2] Holcomb, M. D., & Mauger, D. (2013). Feasibility Study of Fiber-Optic Technology for Broken Rail Detection. Washington, DC: Federal Railroad Administration.
[3] Sutton, K., Alishio, R., Holcomb, M., Gage, S., & Baker, J. (2018). Fiber Optic Availability and Opportunity Analysis for North American Railroads (No. DOT/FRA/ORD-18/23).
[4] Pate, S., Sutton, K., Hall, T., Holcomb, M., & Stoehr, N. (2018). Evaluation of Fiber Optic Broken Rail Detection Systems (No. DOT/ FRA/ORD-18/37).
[5] Lundqvist, A., & Dahlberg, T. (2005). Load impact on railway track due to
unsupported sleepers. Proceedings of the Institution of Mechanical Engineers, Part F: Journal of Rail and Rapid Transit, 219(2), 67-77.
[6] Zhang, S., Xiao, X., Wen, Z., & Jin, X. (2008). Effect of unsupported sleepers on wheel/rail normal load. Soil Dynamics and Earthquake Engineering, 28(8), 662-673.
[7] Wang, P., Xie, K., Shao, L., Yan, L., Xu, J., & Chen, R. (2015). Longitudinal force measurement in continuous welded rail with bi-directional FBG strain sensors. Smart Materials and Structures, 25(1), 015019.
[8] Wang, H., & Markine, V. (2019). Dynamic behavior of the track in transitions zones considering the differential settlement. Journal of Sound and Vibration, 459, 114863. doi.org/10.1016/j.jsv.2019.114863
[9] Vox. (2015, May 13). The number one cause of train accidents? Track problems. Retrieved from https://www.vox. com/2015/5/13/8599457/train-accident-causes
[10] National Transportation Safety Board. (2024). Materials Laboratory Factual Report 23-100 (RRD24FR001). Washington, DC
[11] Ahlbeck D. R., Harrison H. D., Prause R. H., Johnson M. R. Evaluation of Analytical
and Experimental Methodologies for the Characterization of Wheel/Rail Loads. Improved Track Structures Research Program, Interim Report. Federal Railroad Administration Office of Research and Development, Washington, D.C., 1976.
[12] Gharizadehvarnosefaderani, M., Rabbi, M. F., Stuart, C. D., & Mishra, D. (2025). Performance evaluation of rail-mounted quasidistributed optical fiber sensors for monitoring track transitions. Transportation Geotechnics, 51, 101487.
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BETTER TRACK GEOMETRY
MOW Activities Require Speed And Quality — Balancing The Two Is A Constant Challenge
Maintenance is a balancing act. Time is limited, budgets are limited, resources are limited. These limited resources and the pressure to make the most out of tight maintenance windows often drive an ethos that places a premium on the speed and performance of maintenance actions, personnel, and equipment. “Maintenance of way equipment and practices are often pushed toward the highest possible production
speeds and performance metrics,” Fabian Hansmann, Head of Marketing at Plasser & Theurer, told delegates at the 2024 Wheel/Rail Interaction Heavy Haul Conference. “Too often,” he added, “the quality of their work suffers as a result.” This is the balancing act: finding the point at which performance and quality are both as high as possible without one disproportionately affecting the other.
A fundamental aspect of track design and maintenance, track geometry is
Photo
Credit: Mike Yuhas
by Jeff Tuzik
Fabian Hansmann, Head of Marketing at Plasser & Theurer
also a crucial element of wheel/rail and vehicle/track interaction. Its significance is such that it’s federally regulated; there are hard thresholds that govern track geometry regardless of the degree to which a railroad is interested in maintaining track or optimizing vehicle/track interaction.
Track geometry is generally measured and evaluated through several specific parameters, chiefly: crosslevel, gage, superelevation, warp, twist, profile (vertical alignment), alignment (horizontal alignment), and curvature. Maintaining track to the appropriate level, at minimum, based on these measurements is critical to the industry in terms of safety, ride quality, and economic performance, and for regulatory compliance. The chart in figure 1 (below) shows both FRA and European Union standards for profile (vertical) deviations, for example, for various track classes.
Of course, every railroad has a slightly different calculus for balancing the speed, efficiency, thoroughness, and precision of their maintenance-of-way programs. This is often achieved through fine-tuning and revision that takes place over countless maintenance cycles and is a constantly moving target, Hansmann said. Part of this fine-tuning is determining how time and money should be spent on each component of the track geometry portfolio, which broadly includes rail surface, track components, ballast, substructure, and drainage.
The significance of each component varies from situation to situation, but ballast, substructure, and drainage tend
to have the largest combined influence on track geometry, with the exception of gage, which tends to be closely related to tie and rail surface condition, Hansmann said.
Ballast, in particular, plays a critical role in maintaining and influencing track geometry; it is a load-bearing component in every sense. “There are four things that make ballast an ideal base for track; it is stable, permeable,
that result in a variety of track geometry defects. The class of track and type of traffic it sees generally determines the level of severity a defect can reach before triggering a maintenance response.
Track profile, also called vertical alignment or longitudinal level, measures the vertical uniformity of the track over a set distance, such as a 62-foot chord. As ballast settles and compacts, it can cause the rail to dip, similar to a pothole on the road. And like a pothole, deterioration accelerates as the defect worsens, Hansmann said. These defects (or deviations) also accelerate damage to the surrounding components.
BALLAST, IN PARTICULAR, PLAYS A CRITICAL ROLE IN MAINTAINING AND INFLUENCING TRACK GEOMETRY; IT IS A LOADBEARING COMPONENT IN EVERY SENSE.
maintainable, and it’s universally available,” Hansmann said. He also said that these characteristics change over the lifetime of the ballast. A combination of forces — traffic most significantly — causes ballast to settle, shift, chip, and break over time. This can lead to irregularities, “inhomogeneous settlements,” as Hansmann referred to them,
When a poorly supported section of track is under load, the impact forces that result from this kind of deflection damage the rail, ties, fasteners, and the ballast. If this isn’t corrected, that section of track will soon resemble the one shown in figure 2. “The ballast becomes heavily fouled and very stiff; there’s no elasticity remaining in the system,” Hansmann said. A gap of only 2.0 mm between the bottom surface of the ties and the ballast can increase tieballast impact loads by nearly 200% — more than enough to destroy a concrete tie over time. This kind of damage can also be initiated from the top down. High impact loads at a joint or dipped weld, for example, can cause the ballast to compress and foul, leading to a similar outcome. Regardless of where the defect initiates, as ballast condition deteriorates, so does the condition of the entire system, he said.
Figure 3 shows a graph comparing
two nearby welds on an Austrian railroad. Both welds show comparable, progressively more severe profile geometry defects (labeled longitudinal level on the graph) over time. After ballast tamping in 2015, the two welds behaved very differently. For weld 1, the defect severity-progression-rate increased; for weld 2, it decreased. The primary difference between the two welds is that weld 2 was ground in 2015, while weld 1 wasn’t. “This shows us that rail surface has a big effect on track geometry,” Hansmann said. The combination of grinding and tamping reduced both the severity and the severity-progression-rate of the rail profile and track profile deviation at weld 2. As a result, the railroad that is the source of this data now coordinates grinding and tamping operations so that track in need of remediation gets the benefit of both, Hansmann said. “Research has shown that short-wavelength surface defects (less than one meter) with an amplitude of 0.15 mm or greater have a significant impact on track geometry and deterioration rates.”
As in the example above, tamping, like grinding can have both preventive and corrective effects; although in the case of tamping, these relate to track geometry rather than surface condition. For ballast to maintain its desirable properties, it requires maintenance of its own. “The ideal ballast condition is one of homogeneous compaction,” Hansmann said. Ballast tampers [see “Smart Rocks, Smart Tamper: Investigating the Mechanics of
Ballast Tamping” – Interface Journal for more information], which often include a rail placement/alignment function, achieve this by filling in voids that have formed in the ballast and by compacting the ballast on which the ties rest to a uniform level.
The tamping process can be further
PERFORMING MAINTENANCE
OPTIMALLY IS AN UNDERTAKING THAT REQUIRES A COMBINATION OF PRACTICAL EXPERIENCE AND DATA-BACKED FINE-TUNING.
broken down into the distinct actions that make up a single tamping cycle, all of which typically happens in less than a second:
• L ifting and lining: a manipulator lifts the rail and moves it into proper position
• P enetrating: the tamping module inserts tines on either side of the target tie
• F illing: the tamper uses a squeezing
motion to move ballast into voids around the tie
• C ompacting: the squeezing motion continues (combined with an oscillating motion) to compact the ballast
• L ifting: the tines withdraw from the ballast
• P ositioning: the tamper moves to the next target
At every step of this process, various parameters can be adjusted to effect both tamping quality and speed/performance. These include tamping depth, tamping force, frequency of squeezing, squeezing time, and number of insertions, Hansmann said. “It’s possible to reduce these values, such as squeezing time, to a minimum of 0.6 seconds; you’ll get good performance in terms of how much track you cover, but what will compaction quality look like?”
The left graph in figure 4 shows a single tamping cycle for a squeeze time of 0.6 seconds. At 0.6 seconds on the graph, the tines enter the ballast. This causes a spike in the bulk stress of ballast, which then drops off as the tines begin their compaction phase (circled in red). The graph to the right shows the same tamper in roughly the same location, but this time set for a 0.8 second squeeze time. In this case, the tines are stationary and squeezing (circled in red) for a relatively much longer period of time. This 0.2 second difference significantly changes the falloff of the bulk stress following tine insertion. In other words, a mere 0.2
Figure 2: Heavily damaged concrete ties embedded in fouled and inelastic ballast.
seconds means more stability and better compaction, Hansmann said.
This finding holds true in larger and longer-term datasets as well. Figure 5 is a graph comparing tamping results, measured in normalized bulk stress over time, for different values of squeeze time and insertions: A) 0.6 seconds/1 insertion, B) 0.6 seconds/2 insertions, C) 1.0 seconds/1 insertion, and D) 1.0 seconds/2 insertions. According to the data, the insertions for B, C, and D, the tests that
featured longer squeeze times and/or more insertions, performed similarly.
The data for A, which featured a single insertion at 0.6 seconds, showed demon strably less compaction and stability over time, Hansmann said. “This is some thing to keep in mind when you push for performance above all else; eventually you hit a limit where the tradeoff isn’t worth it.” From a practical standpoint, this could mean that a squeeze time of 0.6 seconds gets the entire tamping
project done faster, but necessitates more frequent tamping.
Portable
Inspection Solutions
Gauge and Full Geometry options available for any hi-rail vehicle with a standard hitch mount
Figure 3: The progression of profile deviation over time for two different welds. Note that the weld that was ground and tamped (blue) progresses at a much slower rate after the intervention1.
Figure 4: The left graph shows a single tamping cycle for a squeeze time of 0.6 seconds. The right graph shows a tamping cycle for a squeeze time of 0.8 seconds. Note the more stable bulk stress for the 0.8-second cycle.
•
•
of its deterioration, and accelerating the deterioration of track quality indices in turn, Hansmann said. These are the kinds of trade-offs that can push a maintenance program from “good enough” to optimal. It’s also important to note that conditions on the ground are quite different from those in a laboratory or test site; performing maintenance optimally is an undertaking that requires a combination of practical experience and data-backed fine-tuning.
Jeff Tuzik is Managing Editor of Interface Journal . https://interfacejournal.com/
This article is based on a presentation made at the 2024 Wheel Rail Interaction Heavy Haul conference. https://wheelrail-seminars.com/
1. [Loidolt, M.; Marschnig, S. 2023; The impact of short-wave effects on deterioration of track geometry, Proceedings of the Institution of Mechanical Engineers Part F Journal of Rail and Rapid Transit]
Figure 5: A chart showing normalized bulk stress of ballast for varying tamping parameters. The 0.6-second, single insertion cycle shows significantly less stability and compaction.
TRACK GEOMETRY PRIMER
Proper Track Geometry Keeps Trains on the Rails
By David C. Lester, Editor-in-Chief
Photo
Credit: Shutterstock/
Rick Furnas
October
W OMEN IN RAIL
Proper track geometry is a state where all elements of railroad track come together to provide a smooth surface of rails and all other track elements in the proper position relative to one another. While, at first glance, track geometry may look as though it’s comprised of simple, straightforward, concepts, a more careful inspection and monitoring of track changes over time reveals a much different story.
Railroad track is a three-dimensional object where surfaces, points, lines, and curves must be regularly evaluated to maintain it. Track geometry must be considered both during construction and maintenance of the track and reviewing the status of things like track gage (the distance between the inner sides of each rail, which, in North America, is 4-feet, 8.5 inches) alignment of track elements, elevation, curvature, and track surface.
The gage of railroad track was standardized after years of railroad building
where each company chose a slightly different gage. Some thought this was
RAILROAD TRACK IS A THREE-DIMENSIONAL OBJECT WHERE SURFACES, POINTS, LINES AND CURVES MUST BE REGULARLY EVALUATED
property of a given road, but transloading of freight between two roads with different track gages turned out to be a nightmare. Therefore, it wasn’t long before railroads collectively saw the wisdom of standard gage. Indeed, the standard gage of 4-feet, 8.5 inches is now in use on over half of the world’s railways.
Crosslevel in track geometry refers to the relative height of one rail with respect to the rail on the other side of the track. In other words, on tangent (straight) track, the crosslevel should show equal height of both rails. One way of expressing crosslevel on tangent track where the height of the two rails is equal is “zero crosslevel.” On curved track, crosslevel is expressed as “superelevation.” In this case, the outside rail has a higher elevation than the inside rail.
a defensive measure in that other railroads could not access the track and
The concept of “warp” refers to the difference in crosslevel (height) between any two points within a specified distance on the track. In other words, the crosslevel must not change
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by a specified amount between these two points. In North America, that distance is 62 feet. This is an important measurement, because if the crosslevel changes too much over 62 feet, rail cars moving along the track can begin to rock from side to side, or twist, likely resulting in a derailment, usually caused by wheel climb.
Curves present a special challenge in maintaining proper track geometry. The measurement of a curve is usually expressed in degrees, which, along with superelevation, determines the speed at which a train can safely go through the curve. Of course, the higher degree of curve, the sharper the curve. And sharp curves require lower speed
IN 1978, SOUTHERN RAILWAY’S PREMIER PASSENGER TRAIN, THE SOUTHERN CRESCENT WENT TOO FAST THROUGH A CURVE IN VIRGINIA. THE FOUR LOCOMOTIVES POWERING THE TRAIN, ALONG WITH EIGHT CARS, DERAILED. SIX PEOPLE WERE KILLED AND 41 WERE INJURED. REPORTEDLY, THE ENGINEER IN THE LEAD LOCOMOTIVE WAS PREOCCUPIED WITH AN ELECTRICAL ISSUE AND DID NOT REALIZE THE TRAIN WAS COMING INTO THE CURVE TOO FAST.
limits. If a train goes through a curve too fast, the centrifugal force will be excessive, causing the weight of the train to put too much pressure on the outside rail, causing the train to overturn.
Third
While this kind of accident has occurred numerous times over the years, a particularly tragic one occurred on December 3, 1978, where Southern Railway’s premier passenger train, the Southern Crescent went too fast through a curve in Virginia. The four locomotives powering the train, along with eight cars (of the approximately 20-car train) derailed. Six people were killed and 41 were injured. Reportedly, the locomotive engineer became preoccupied with an electrical issue in the lead locomotive and did not realize the train was coming into the curve too fast.
This brings us to another element of track geometry called “superelevation.” In curved track, the superelevation is such that the outer rail is raised higher than the lower one, essentially banking the curve. This banking is much like you’d see on an automobile racetrack, yet not as dramatic. Banking enables trains to move through a given curve faster than it could if the track was on level or flat ground. The correct banking of a curve equalizes the verticle wheel forces on the inner an outer rails which minimizes excessive wear and friction.
TRACK ON
The Next Generation of Track Geometry Inspection Technology
By Jennifer McLawhorn, Managing Editor
In the ever-evolving rail industry, precision, efficiency, and smart data integration are transforming how track conditions are monitored and maintained. Railway Track & Structures spoke to Loram Maintenance of Way, Holland, RailWorks, ENSCO Rail, and Plasser American about their solutions in track geometry measurement technologies. Each solution mentioned is engineered to provide both accurate and actionable insights that improve safety and operations. In all, these track geometry inspection technologies presented below reflect an industry that is focused on developing the best in track infrastructure maintenance.
For Loram Maintenance of Way, Inc. , “Track Geometry Measurement Vehicles (TGMVs) provide objective data to assess track roughness. By comparing geometry data from multiple inspections, rail operators can monitor performance and identify deterioration trends. Ballast condition and drainage, which significantly impact track geometry, can be evaluated using Ground Penetrating Radar (GPR) and LiDAR. GPR identifies ballast fouling, moisture levels, and substructure layer configurations, while LiDAR captures ditch geometry and drainage features. To support visualization, Loram has developed a color-coded heat plot that displays geometry roughness. Cooler colors represent smoother geometry, while warmer colors highlight areas needing attention. This 2D view helps track changes over both time and distance.” Loram Maintenance of Way, Inc. says its “Rail Doctor analysis platform integrates TGMV, GPR, and LiDAR data to provide a comprehensive view of track condition. This enables targeted maintenance planning and informed budgeting. Looking ahead, Loram’s next-generation tools will feature autonomous data collection, remote quality control, enhanced positioning, and AI-powered GPR analytics—delivering smarter, more efficient rail infrastructure management.”
Holland tells RT&S its “Argus® technology enables precise geometry inspections across various applications, from TrackSTAR® track strength testing to portable inspection and locomotive UGMS (Unattended Geometry Measurement Systems). It’s latest development is the Argus 2.0 Track Inspector. The Track Inspector can be mounted to any conventional hi-rail vehicle with a standard hitch receiver, converting it to an inspection
Photo Credit: Loram Maintenance of Way, Inc.
Loram’s TGMVs provide objective data to assess track roughness.
vehicle within minutes. Holland’s adjustable hitch insert fits all standard hitches with no modifications. This system delivers real-time track geometry and rail profile measurements and features a noncontact encoder. Depending on your railway’s measurement needs, this system can operate in three different software applications: autonomously, attended, or in ‘heads up’ mode to provide real-time defect notifications. To see this system in action, visit booth 3021 at Railway Interchange.”
RailWorks Maintenance of Way’s “latest addition to its Track Geometry fleet includes an all-in-one Portable Laser Profiler System for measuring track geometry and rail profile on any hitched mounted hi-rail vehicle. The unique assembly includes wireless connection and requires no permanent changes or installation on a hi-rail vehicle. RailWorks footprint and vast equipment fleet across the United States and Canada allow it to quickly respond to customers’ needs providing a Portable Laser Profiler System that can be quickly deployed on any vehicle
platform and provide real-time track geometry results. Operating this system allows users the flexibility to inspect track in limited track windows and on short notice while providing pinpoint GPS and accurate data on track conditions. RailWorks customized inspection service and the ability to provide immediate feedback on track conditions utilizing our current Track Geometry hi-rail fleet or operating a Portable Laser Profile System allows it to respond to all market demands. RailWorks focuses on providing excellent service and reporting software to demonstrate the value of utilizing technology that leads to actionable decisions on railroad and track construction operations. RailWorks is invested in providing leading technology and software to support our customers’ needs to present the best results in a datadriven industry.”
For ENSCO Rail , smarter inspections are a key place to start as “broken joint bars and rail cracks are among the top causes of train derailments. ENSCO Rail’s Joint Bar Imaging System (JBIS) helps railroads catch
these issues before they become serious problems. Using high-speed cameras and advanced imaging technology, JBIS scans the track while a train is moving and automatically spots cracks, missing bolts, and other warning signs—much faster and more reliably than manual inspections. Developed in partnership with the Federal Railroad Administration’s (FRA) Office of Research and Development, JBIS also helps track crews by measuring rail gaps and creating a complete digital record of every joint bar it inspects. It even checks for cracks in the rail itself, adding another layer of safety when used alongside traditional rail flaw detection tools. With JBIS, railroads get a smarter, more efficient way to keep tracks safe and reduce the risk of costly derailments.” ENSCO Rail encourages those who wish to learn more about JBIS and ENSCO Rail’s inspection technologies to visit its website at www.ensco. com/rail.
Plasser American Corporation says that its Track Geometry Measurement system has “an inertial, non-contacting
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design based on a navigational solution. The system measures all parameters at speeds ranging from 0 to an impressive 200 mph. Real time Space Curve and Chord measurements are userconfigurable, allowing you to capture all necessary parameters in a single run. The geometry system is compatible with a range of gage measurement systems including mechanical contact, high-speed optical and laser-based solutions. The core of the Plasser measurement system is designed for expansion, enabling seamless integration for over 50 existing measurement systems, including catenary, corrugation, clearance, ultrasonic and video. Depending on chosen technologies, collected data can be leveraged to provide parameters beyond track geometry, such as rail profile, wear, and ride quality. Taking it one step further, Plasser’s tried and tested software facilitates sharing that high-speed geometry data with Plasser surfacing equipment to maximize maintenance efficiency. Install these systems on a variety of rail-bound
platforms, including hi-rail, Maintenance of Way, Revenue Vehicles, and Geometry Cars. Install and operate those systems on vehicles or rely on Plasser’s expanding
contracting services. Alternatively, opt for an autonomous operation for continuous measurement and easy data access via Plasser’s cloud services.”
Holland’s Track Inspector can be mounted to any hi-rail vehicle with a standard hitch receiver.
forces can affect the
FASTENERS
Keeping the Rails Stable
By David C. Lester, Editor-in-Chief
Readers of Railway Track & Structures are aware of the role track fasteners play in keeping rail and track structure stable. As a complement to our vendor spotlight feature, we’re providing a brief overview of some fastener characteristics and how they interact with the rail and ties.
Likely the most popular fastener in North America is the “cut spike,” which dates to the earliest days of the industry. One interesting thing about spikes is that other than a brief time after they are installed, cut spikes do not exert any downward pressure on the rails. Instead, spikes prevent lateral movement of the rail, enabling the gage of the rail to remain at its proper measurement. There are other types of fasteners available, such as resilient or elastic fasteners that maintain downward pressure on the rail, holding it in place. Various forces can affect the alignment and position of the rail over time. For example, there is “rail creep,” which means the rail moves longitudinally. This can be caused by acceleration or braking forces from
trains. Trains descending long grades can cause “rolling wave” action on the rail, as can the movement of heavy trains over the line, particularly in the predominate direction of traffic. For example, if you have double track mainline where the northbound mainline usually hosts northbound trains, you expect rolling wave, or longitudinal action tending to move north. Likewise, trains moving south on the southbound mainline would see longitudinal action trend toward the south. Rail anchors are also used in tracks with cut spikes, but they clamp down hard on the base of the rail and resist longitudinal movement. Over time, as traffic moves over the line, the creep forces keep them tight against the ties, increasing their holding power.
There are other types of fasteners available, such as resilient or elastic fasteners that maintain downward pressure on the rail, holding it in place. One that is increasingly used today is the elastic fastener. These hold the rails to the ties with a vertical holddown force. These fasteners resist vertical, lateral, and longitudinal movement of the rail. One of the most popular elastic fastener
is the Pandrol e clip. It is shaped like the letter e and made from a spring-steel alloy and offers about 5,500 pounds of rail-seat clamping force. This prevents most longitudinal creep. In addition, they reduce gagewidening lateral movement of the rail and are very useful for preventing gage-widening in curves. Elastic fasteners are often used on track with wood ties but are always used with concrete ties.
An issue with concrete ties is rail seat abrasion, where the concrete under the base of the rail is being degraded due to a combination of sand and moisture, along with the pressure of train loads. The response to this by manufacturers was to develop a metal wear plate that is located between the rail and the rail-seat pad to eliminate the problem.
Rail pads range from 5 to 10 millimeters in thickness and are made from a variety of rubber-like materials. These are installed in rail seats to reduce the wear and tear on the concrete tie and to provide electrical insulation.
We will discuss more about tie fasteners in future RT&S articles.
Various
alignment and position of the rail over time, including “rail creep.”
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SOLUTIONS TRACK-SIDE
Securing Ties to Rails
By Jennifer McLawhorn, Managing Editor
As railroads continue to maintain and modernize their networks across North America, the importance of high-performance fastening systems has never been greater. Railway Track & Structures spoke to L.B. Foster and Lewis Bolt about how each is working to supply railroads with fastening systems that ensure the stability, safety, and longevity of both transit and freight rail infrastructure. The products and services from each of these suppliers help to shape this area of maintenance.
L.B. Foster says its “domestically manufactured direct fixation fasteners are essential to modern rail transit in North America, ensuring track stability, noise and vibration reduction, and long-term durability of rail lines in urban subways, light rail systems and elevated track structures. Its fasteners must perform under dynamic loads, resist corrosion, and allow for minimal track movement to accommodate thermal expansion while serving as an electrical insulation
barrier between the rails and the underlying track structure. Global disruptions in supply chains, from pandemics to geopolitical tensions, have underscored the importance of local manufacturing. L.B. Foster designs, prototypes, tests, and manufactures its direct fixation fastener assemblies domestically. With the passage of federal infrastructure bills like the Infrastructure Investment and Jobs Act (IIJA), there’s a strong emphasis on ‘Buy America’ provisions. Rail systems funded through federal dollars must source domestically manufactured components where possible, making U.S.-based fastener production a key asset in securing public contracts. The push for high-speed rail, expansion of urban transit, and rehabilitation of aging infrastructure presents a significant opportunity for growth for the Rail Transit Industry. L.B. Foster continues to partner with transit agencies and engineering and construction firms to develop new designs that are adaptable to local standards, track geometries, and project-specific needs.”
VP, Sales George Apostolou told RT&S that “Lewis Bolt is a domestic manufacturer of track fasteners that cover all sections of track starting with screw spikes, track bolts, frog bolts for turnouts, bridge hardware and drive on rail anchors. Our manufacturing facility is located in La Junta, Colorado, where Lewis Bolt produces a variety of domestic Screw Spikes, including our latest G2™ Evergrip and Permagrip Spikes. Other items produced are the Recessed Head Timber Screws and Drive Spikes for grade crossings. Lewis Bolt produces a variety of hardware for rail bridge construction such as the Sealtite Hook Bolt and the innovative & patented Quick-Set Hook Bolt System. Lastly, Lewis Bolt produces Drive-On Rail Anchors for a variety of sizes of rail including our patented Viper-1® drive on anchor.” Apostolou continued, “Our recent focus has been on our Viper1® anchor which has superior holding power and was engineered for maximum resistance to rail movement, particularly in areas prone to longitudinal rail creep.”
Photo Credit: Lewis Bolt
Lewis Bolt covers all sections of track starting with screw spikes, track bolts, frog bolts for turnouts, bridge hardware and drive on rail anchors.
Message From The President
BILL RIEHL
AREMA President 2024-2025
You may recall in my October article I highlighted the four pillars of the updated AREMA Strategic Plan. One common theme across the pillars is member engagement. One noteworthy AREMA initiative does an outstanding job of engaging the membership while touching on all four pillars and that is AREMA’s Platform Chats podcast. Now in its fifth season, “Platform Chats” is hosted by Walt Bleser, PE, President of ARE Corporation and AREMA Structures Functional Group Vice President. With over forty interviews completed, Platform Chats has risen to #8 of the top 30 rail industry podcasts for 2025 according to Million Podcasts, #6 of the top 30 according to FeedSpot, and the top 5 according to PlayerFM. Who knew there were so many rail-related podcasts?
The goal of Platform Chats is to connect the diverse audience of the rail industry. From the seasoned professional to the newcomer, the conversations explore the complexities of the rail industry’s various areas. Walt does this by bringing together a wide range of professionals. From young engineers, students, senior experts, and industry veterans, they all bring a different take on the industry and how it moves. Through all of the conversations, he makes the various topics more approachable. Specifically, he leads into the topic with a couple of questions and then follows where the explanations lead. Even for deeply technical content, this simple approach removes the barriers to the rail industry by exploring these topics in a casual format that can easily be followed. While entertaining, this format serves as an educational tool for students, professionals from other industries, and anyone curious about the rail sector’s advancements. The varied topics also provide career broadening and leadership development by introducing the audience to areas they
may not have explored or even considered. For the seasoned professional, the topics covered can help deepen their understanding of our industry and its nuance. Finally, the mix of perspectives fosters innovation and collaboration across generations and disciplines, driving the rail sector forward with sustained growth. Collectively, this certainly epitomizes the Knowledge Delivery pillar of the AREMA Strategic Plan.
This season, Walt has hosted Ron Berry, PE, General Director of Structures for BNSF Railway Company, and Duncan Paterson, PE, NBSA Director of Bridge Education for American Institute of Steel Construction to talk about the AREMA 2025 Railroad Bridge Symposium, which was held in February of this year. Lisa Tackach, Head of Marketing for Railroad Construction Company and President of League of Railway Women, Andrea Niethold, Head of US Public and Government Affairs for CN, and Tiffany Wenrich, Marketing Director for Holland, talked about women in railroading and the League of Railway Women.
This lineup builds on the great episodes of the past four years. In season one, Walt explored the history of AREMA, including our Student Chapters, and took deep dives into innovative topics. In season two, I had the honor of participating in a conversation with my son, Will, since we both serve on Technical Committee 24 – Education & Professional Development. I’m sure we are not the only family team on a committee, but it’s rare enough that Walt thought it was a good idea to cover. This was followed by an episode on the importance of committee participation and the leadership opportunities it offers. In season three, Walt explored some of the other associations vital to our industry. In season four, I was back for the now traditional conversation with the outgoing and incoming President.
Alas, you will get to hear my voice again as I join Walt to discuss the change in AREMA leadership that will occur this fall at the AREMA 2025 Annual Conference & Expo. While I think it’s cool to have participated in three Platform Chats, I will not be the last. Jerry W. Specht, Asst. GM – South S&C Operations, CPKC, was featured in season one, where he highlighted new technologies in the rail industry. He will join me later this year for our transition as he prepares to become AREMA’s President for 2025-2026, and he will be back for the handoff to his successor in 2026.
To understand the reach of Platform Chats, the AREMA staff pulled together a few statistics I’d like to share. First, to date, the various episodes
have been downloaded more than 10,200 times. Of those downloads, approximately 1,200 or 10% have been outside of North America (US, Canada, Mexico). Of these, Germany tops the list at 266 downloads, the remaining are represented by some seventy countries across the globe, except Antarctica. The most downloaded episode is Season One, Episode One, “The History of AREMA”, followed by Season One, Episode Six, “New Technology in the Rail Industry,” Jerry’s episode. Finally, it looks like the listeners prefer Apple Podcasts as their source for this content, followed by Buzzsprout. If you haven’t had a chance to tune in to an episode, you can listen from AREMA’s website or click on the QR code to connect to your podcast platform of choice. Take this opportunity for another connection point to AREMA’s educational opportunities. If you like what you hear, share with a colleague or other connection so they too can get a better understanding of our industry. Of course, if you have a suggestion for a future episode, feel free to reach out to Walt, myself or the AREMA headquarters staff to share your thoughts. Our contact information is available on the leadership page of the AREMA website or in the AREMA directory.
FYI
Register now for the AREMA 2025 Annual Conference & Expo in Indianapolis, IN, September 14-17. Register now to save money and your seat for the best education, speakers, networking events, Expo, and more. Visit conference.arema.org today.
Is your Library up to date? The 2025 Communications & Signals Manual has over 109 new, revised, reaffirmed, or extended manual parts, so it’s the perfect time to get your copy of the 2025 Manual. Order online now at www. arema.org.
Download the AREMA 365 App for essential rail resources and networking
2025 MEETINGS
MAY 5-7
Committee 5 - Track Seattle, WA
MAY 13-14
Committee 15 - Steel Structures Lafayette, IN
MAY 15
Committee 12 - Rail Transit Virtual Meeting
MAY 20
Committtee 9 - Seismic Design for Railway Structures Chicago, IL
MAY 20
Committee 28 - Clearances Fort Worth, TX
MAY 22-23
Committee 8 - Concrete Structures & Foundations Tucson, AZ
MAY 27-28
Committee 2 - Track Measurement and Assessment Systems Calgary, Alberta, Canada
opportunities. Easy access to news, events, and educational materials lets you stay informed and connected to the industry. Download it today by searching for AREMA in your phone’s app store.
Did you know we have a wide variety of On Demand education for learning on your time? Browse our most popular webinars, seminars, and Annual Conferences to earn your PDH credits on the go. Visit www.arema.org to start your On Demand learning today.
If you’re looking for a podcast to binge, listen to AREMA’s Platform Chats . It features guests from every aspect of
the railway industry. Catch up on all five seasons available on all your favorite listening services today.
Leverage the power of your trusted association’s Railway Careers Network to tap into a talent pool of job candidates with the training and education needed for long-term success. Visit www.arema.org/careers to post your job today.
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UPCOMING COMMITTEE MEETINGS
JUNE 19
Committee 12 - Rail Transit Virtual Meeting
JUNE 27-28
Committee 24 - Education & Professional Development West Point, NY
JULY 17
Committee 12 - Rail Transit Virtual Meeting
JULY 30-31
Committee 7 - Timber Structures Overland Park, KS
AUGUST 21
Committee 12 - Rail Transit Virtual Meeting
Join a technical committee
SEPTEMBER 9-10
Committee 15 - Steel Structures Virtual Meeting
SEPTEMBER 14
Committee 14 - Yards & Terminals Indianapolis, IN
SEPTEMBER 14-18
Committee 39 - Positive Train Control Indianapolis, IN
NOVEMBER 12
Committee 28 - Clearances Virtual Meeting
Joining a technical committee is the starting point for involvement in the Association and an opportunity for lifelong growth in the industry. AREMA has 30 technical committees covering a broad spectrum of railway engineering specialties. Build your network of contacts, sharpen your leadership skills, learn from other members and maximize your membership investment. If you’re interested in joining a technical committee or sitting in on a meeting as a guest, please contact Alayne Bell at abell@arema.org.
For a complete list of all committee meetings, visit www.arema.org.
PROFESSIONAL DEVELOPMENT
Get PDHs at your Own Pace with AREMA’s On Demand Education
Access to important professional development content is just a few clicks away with AREMA Education. Our On Demand content spans many disciplines of PDH accredited courses that allow you to get your PDHs by learning from experts online without leaving your office.
BENEFITS OF LEARNING ONLINE
1. LEARN MORE
Studies show that participants learn more while taking On Demand courses as you can skim through the material you understand and take more time in the more challenging areas.
2. GET INSTANT ACCESS
With AREMA On Demand courses, you don’t have to wait to learn and get your PDH’s as they’re available instantly after purchase.
3. CONVENIENT AND FLEXIBLE
Above all things, On Demand education is meant to take at your own pace and on your time. Study from anywhere in the world, whether from your office or the convenience of your sofa.
4. COURSE VARIETY
AREMA On Demand education offers a wide variety of topics for all studies of the railway engineering community.
Register and Start Learning today at www.arema.org.
BECOME A MEMBER AND SAVE
Not an AREMA member? Join today at www.arema.org and get discounts on all AREMA Educational Offerings, from Virtual Conferences to our Webinars.
Get to Know the AREMA Podcast Platform Chats
Now in its fifth season and hosted by AREMA member Walt Bleser (President & CEO, ARE Corporation), there are many great episodes of the Platform Chats podcast in the catalog to explore, and here are a few to pique your interest. Subscribe to your favorite listening service to get episode notifications.
Season 2, Episode 11:
International Opportunities in the Rail Industry
An interview with two members of the US Watford Committee on their experiences attending the Watford Conference, an international conference for railroad professionals focusing on rail and transit design and operations, as well as a discussion of other international work and travel opportunities for rail professionals.
Season 3, Episode 3:
The Importance of the American Short Line
A conversation with American Short Line and Railroad Association (ASLRRA) President, Chuck Baker on short lines and other regional railroads and the 30% of the American railroad network they represent.
Season 4, Episode 4:
Rails and Rising Stars:
A Journey with Luv Sehgal
Luv grew up surrounded by the world’s fourth-largest railway network in India, making it easy to fall in love with rail. He took that passion and propelled it into an accomplished international engineering career. He shares his story and advises international students considering a career abroad.
Season 5, Episode 2: On Track with the League of Railway Women
Since 1997, the League of Railway Women (LRW) has been committed to improving the railroad industry by providing professional development and networking resources for women in rail. This episode features a conversation with new LRW President Lisa Tackach (Head of Marketing at the Railroad Construction Co), as well as LRW Members Andrea Neithold (Head of US Public and Government Affairs at CN) and Tiffany Wenrich (Marketing Director at Holland), and focuses on the growing presence of women in railroading along with the many educational opportunities LRW provides.
Season 5, Episode 3:
Building Bridges (Literally) with Bridges to Prosperity
The featured keynote at the AREMA 2025 Railroad Bridge Symposium, Bridges to Prosperity is a nonprofit organization that envisions a world without poverty caused by rural isolation and is dedicated to ending it one trail bridge at a time. From jet lag to hauling cables with no cranes in sight, they share how a simple bridge can transform lives and careers. If you think your job has challenges, wait until you hear this.
Platform Chats offers compelling conversations on career insights, industry trends, and the stories of those shaping the rail sector. With new episodes added regularly, it’s a great way to stay informed and engaged in AREMA. Explore the full catalog and subscribe at www.arema.org.
Photo Credit: Studio_Fennel
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Will Government Spending Cuts Impair Rail Safety?
Great Care Must Be Taken When Re-Scoping Projects
By David C. Lester, Editor-in-Chief
The debate over government spending has reached a fever pitch in 2025. While most spending can be debated by reasonable people, some is clearly needed, and some is totally wasteful. For example, military equipment must be purchased to defend the United States. Yet, the Pentagon doesn’t need to pay $1,000 for a toilet seat. Nevertheless, I’m not here to add to that debate. My focus, though, is on funding cuts for federal infrastructure projects, especially rail. They likely won’t all be bad, but they also won’t be universally good.
An example is a story we reported on during April which announced that some funding for the New Jersey Dock Bridge Rehabilitation Project has been cut. The project initially called for a $375 million investment, but the USDOT announced that it has reduced the scope of project to bring the cost down to about $235 million, saving taxpayers $140 million. The scope reduction will also allow the project to be completed two years earlier than originally scheduled.
In a statement, the USDOT said the scope revision will “ensure critical safety and reliability elements but remove unnecessary aesthetic costs like enhanced lighting and defer some rehab work where structural elements still have a useful life. By strengthening and reinforcing the bridge’s steel components, Amtrak is extending the functional performance of the structure first opened in 1935.”
I have no knowledge of the details of this project. As far as I can tell, at this writing, the precise details of the scope changes have not been publicly announced. Only “enhanced lighting” and “deferring rehab work where structural elements still have a useful life.” Both “teasers” bother me. First, is the lighting purely decorative or is it intended to improve navigation? Both? Neither? More importantly, what about the elements of the bridge on which rehab is deferred? Which elements are they? If you have the plans, tools, and equipment on site and ready to go, why not go ahead and complete the rehab? How many more years are these elements expected to last? If these elements will eventually need rehab, wouldn’t it be less expensive in the long run to do it now than to have to have a separate project in the future, when costs
are likely to be significantly more than they are now? Also, unless rehab of these elements has been completed sometime during the history of the bridge, it’s hard to imagine that a nearly 100-year-old bridge would have very many elements that won’t need attention for too much longer.
Again, while I have no direct knowledge of the details of this project and the change in scope, I think we must be wary of this kind of thing. There’s always the possibility that the work needed was over-scoped, and this is an opportunity for someone to milk the cow. But, unless there is widespread mismanagement and subterfuge on the part of the government and contractors, I wouldn’t think many self-respecting engineers would be a party to such.
Remember the O-Ring issue on the Space Shuttle Challenger, where engineers were concerned that these elements would not perform well in cold temperatures, but no one made enough of an issue to stop the launch? Those of us around at that time
remember the horrific television footage of the space shuttle exploding with several astronauts on board, killing all of them. We’ve also had collapsed bridges and other elements of our infrastructure that have failed and killed people.
The main point of this piece is to remind rail engineers working on projects that involve government money to be careful if someone comes around to recommend scope changes that promise to “save taxpayer dollars” after the project has already started. If you don’t agree with something that is being proposed, there are avenues for you to express your concern. Poor decision making on infrastructure can result in lots of dead people when a bridge collapses while a 90-mileper-hour train is rolling over it, slamming it into bridge parts and plunging into the water, canyon, or street traffic below. Scope changes made on infrastructure projects may be perfectly fine. Or, they can turn out to be deadly down the road.
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