RTS November 2025

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Editor’s Notebook Difficult Days

TTC Operated by Ensco From Snapshots to Real-Time Insight

Message from the Chairman

Message from the President

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CEO Focus: Bringing track and rail suppliers into the spotlight 16

Vendor Spotlight: Track Geometry & Track Inspections Keeping Your Track Geometry in Top Shape

Vendor Spotlight: Trucks & Hi-Rail Vehicles Making Track Evaluation Easier

Vol. 121, No. 11 Print ISSN # 0033-9016, Digital ISSN # 2160-2514

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Difficult Days

Uncertain Times Lead to Uncertain Outcomes

By David C. Lester, Editor-in-Chief

Ithink it’s fair to say that many in the U.S. railroad industry are holding their breath right now, given that all four Class I railroad systems are going to be impacted in some way by the almost relentless discussion of industry organization –– i.e., mergers. Union Pacific and Norfolk Southern are well on their way in promoting a potential merger through various communication outlets and in Washington, D.C. Yet, we’ll see what the Surface Transportation Board has to say along with how well their statutory independence holds up. The CSX Board of Directors just fired their CEO due mainly to the fact that he was not overly enthused about a merger with another Class I and hired someone from another industry who specializes in mergers and acquisitions to sit in the big chair. And privately owned BNSF is playing its cards close to the vest.

At some point, the bubble of uncertainty will break. If UP+NS is approved, it’s very difficult to see how BNSF and CSX will be able to compete unless they somehow revolutionize the way interline agreements work. The recent partnership between these two railroads on crosscountry intermodal service is interesting, but a precise study of how well it works in various lanes compared to how singleline service would perform is needed, and whether it would work as well with manifest traffic.

I’m not a financial expert, but what provisions are there for a privately owned company and a publicly owned one to merge? I’ve asked that before but haven’t found any useful answers. Could a creative financial arrangement be worked out? If so, I don’t see how BNSF would be immune from the whims of the investment community, a position they’ve enjoyed for fifteen years, if CSX were to remain publicly owned. Would BNSF outright buy CSX? Will BNSF be

open to or forced into merger depending on the approval of UP+NS or some action by CSX? Do we really need mergers at this point? I’ve argued elsewhere that railroads need to vastly improve customer service and aggressively grow their traffic base, rather than relying on salespeople working at desks all day, along with contract rates, to solicit and maintain traffic.

While all of this is brewing, many rail employees, particularly in the administrative and executive ranks, are wondering what impact these decisions will have on them in two to three years. I believe craft employees would not be as affected by any mergers because local staffing needs, it seems, would need to remain at a level relatively close to what they are now.

Businesses are worried, too, about the economy. Inflation has grown since the implementation of trade tariffs, but not as significantly as was originally expected. At least for the moment. Yet, how much longer can existing, or even increasing, tariff levels remain before we see them take their toll on larger companies? While the U.S. economy has been growing, much of this growth is due to massive investments in artificial intelligence, and the construction of large data centers to support it ––not growth that increases rail traffic. One Class I road, in presenting its increased Q3 earnings, said the good performance was due to “core pricing gains and continued operational efficiencies,” while traffic volume growth was flat. How long can that go on?

The next few years are going to be interesting, yet likely difficult, ones for the industry. The crystal ball is cloudy.

DAVID C. LESTER Editor-in-Chief

From Snapshots to Real-Time Insight: Advancing Track Monitoring with Fiber Optics for Freight Rail Infrastructure

Unlike Traditional Methods, Fiber Optic Systems Can Capture Distributed Data in Real Time

Md. Fazle Rabbi – Railway Research Engineer, ENSCO, Inc., Pueblo, CO

Mahsa Gharizadehvarnosefaderani –Graduate Research Assistant, Oklahoma State University, Stillwater, OK

Rakan Alturk – Senior Engineer, ENSCO, Inc., Pueblo, CO

Radim Bruzek – Research Program Manager, ENSCO, Inc., Pueblo, CO

Hugh B. Thompson II, Senior Program Manager, Federal Railroad Administration, DC

Deb Mishra – Associate Professor, Virginia Polytechnic Institute and State University, Blacksburg, VA, 24061

Freight railroads are handling heavier axle loads and longer trains than ever before, pushing infrastructure to its limits.

Traditional inspections, whether visual checks or geometry car runs, only capture periodic snapshots, often missing early signs of deterioration. To address this issue and advance track monitoring technology, researchers from Oklahoma State University (OSU) and ENSCO, with federal support, tested a fiber optic sensor–based track support monitoring system at the Transportation Technology Center’s (TTC) High Tonnage Loop (HTL). Fiber Bragg Grating (FBG) sensors were installed on a concrete tie track segment to capture rail strain responses under moving train wheel loads, with controlled track deterioration simulated through the strategic removal of selected crossties. The results showed that the monitoring system can not only match the performance of traditional point- based sensor systems, but also provide continuous, real-time assessment of track support conditions along the entire instrumented track segment. This system offers freight

railroads a powerful tool to detect support degradation along the track before they escalate into service disruptions.

Introduction – Why Track Monitoring Matters

With ever-increasing demand for goods in a growing economy, our freight rail infrastructure is being pushed harder each year. Track components such as ties, fasteners, ballast, and subgrade are especially vulnerable in transition zones and other high-stress locations, which often require continuous attention [1-2]. If left unnoticed, these areas can compromise safety and disrupt operations. Traditional inspection methods such as visual checks and track geometry car measurements provide only periodic snapshots of track condition. Similarly, conventional sensors such as strain gauges, displacement sensors, and load/pressure cells offer only point measurements, leaving much of the track unmonitored. As a result, track defects are often left undetected until they become severe enough to cause service disruptions and require major repairs. This underscores a need for research

Figure 1. Evaluation Site of OSU Fiber Optic–Based Track Monitoring System at TTC’s High Tonnage Loop (HTL).

into continuous, real-time monitoring technologies capable of capturing track behavior under actual service conditions. This need has driven growing interest in fiber optic sensing, which offers a fundamentally different approach to sensing.

Beyond Snapshots: Real-Time and Continuous Track Insight with Fiber Optics

Fiber optic-based sensors enable continuous measurement of strain, temperature, and vibration along the full length of a cable or at specific points of interest. Unlike traditional methods, which depend on localized sensors or periodic inspections that leave blind spots, fiber optic-based systems can capture distributed data along entire track segments in real time. When fiber-optic based sensors are deployed along a railroad track, small changes in track response alter light properties within the fiber, which are recorded with high precision [3-5]. This enables the detection of track support degradation before visible damage appears, making the optical monitoring system a promising solution to support the industry’s growing focus on predictive maintenance.

Research Collaboration: OSU and ENSCO

Recently, Oklahoma State University (OSU), supported by federal funding and working in partnership with ENSCO, Inc., initiated the development of a fiber optic–based track monitoring system. This effort focuses on addressing the challenges associated with track condition deterioration at transition zones, while exploring the application of advanced monitoring technologies for continuous track performance assessment.

Research Objectives

The study aimed to develop techniques capable of detecting support degradation. To achieve these objectives, the OSU research team proposed a strain-based monitoring system in which fiber optic sensors were strategically placed along the track to capture strain responses and quantify support condition deterioration. In 2024, this approach was experimentally evaluated at TTC’s HTL, a test segment consisting of concrete tie track bed. The following section takes a closer look at how fiber optic-based monitoring system was put into test at the HTL track.

Putting the Fiber Optic-based Monitoring System to Test

Before deployment in the field, the OSU team conducted extensive laboratory testing on the FBG-based track condition monitoring system. However, before such a system can be deployed in revenueservice track, it is imperative to test the system’s performance in full-scale testbed capable of accommodating controlled testing under realistic track conditions. The HTL at the TTC presented an ideal avenue for the research team to test their newly developed system.

The High Tonnage Loop at TTC: A Testbed for Resilient Freight Rail Infrastructure

The HTL at TTC is widely regarded as one of the most valuable assets in freight rail research, designed to replicate the heaviest freight service conditions. This 2.7-mile loop provides a controlled yet realistic environment where track infrastructure components can be evaluated under accelerated loading. The facility also offers specialized test zones that combine

curved and tangent track segments with variations in ties, fastening systems, and support conditions, enabling rigorous evaluation of emerging technologies and track components under diverse service conditions. The study was carried out on a tangent track with concrete ties, chosen for its controlled geometry and relevance to modern freight rail infrastructure. Figure 1 illustrates the fiber optic-based monitoring system evaluation site at the HTL track.

Sensor Installation and Placement Optimization

The joint OSU–ENSCO team installed FBG sensors on the rail at the HTL (See Photographs in Figure 2). The OSU research team proposed an engineering theory that utilizes variations in rail axial strain under a moving wheel load to assess track support conditions. To evaluate the validity of this approach, the research team performed numerical simulations supported by laboratory testing to determine optimal sensor placement locations along the rail. These preliminary studies

system under varying track conditions and train speeds.

Figure 2. OSU and ENSCO team installing FBG sensors along TTC’s High Tonnage Loop (top). The instrumented track section (bottom) was used for the experimental validation of the innovative fiber optic–based track monitoring

Figure 3. Simulation of varying track support conditions at TTC’s HTL to evaluate track response using a specialized fiber optic configuration: (top) full tie support with all ties in place; (bottom) simulated support deterioration with Tie #4 removed.

guided the selection of several sensor placement configurations for field evaluation, including FBG sensors mounted on the rail head, web, and foot. In total, 28 FBG sensors were deployed, supplemented with conventional load cells and displacement sensors (See Photographs in Figure 3). The inclusion of conventional sensors allowed the team to validate the accuracy of the FBG-based measurements and directly benchmark their performance.

Simulating Deterioration in Track Support Conditions

To simulate varying track support conditions, the research team strategically removed selected ties from the instrumented track section. Figure 3 shows photographs of the different simulated track support conditions, with the top panel showing a track segment where all ties are in place; the bottom panel shows a deteriorated track segment where Tie #4 was removed by the research team to simulate a case with degraded ties.

Putting the System to Test

The research team conducted controlled field runs with the DOTX 4113 locomotive

at speeds ranging from 10 to 20 mph to evaluate the measurement system’s accuracy across simulated ideal and deteriorated track support conditions. This comparison allowed the team to evaluate how the proposed fiber optic-based monitoring system responds to changes in track support conditions, providing a basis for validating its sensitivity to realworld track support deterioration.

Findings and Insights from HTL Testing

While specific results from the HTL testing are still under evaluation, several important insights have already been published in an FRA research result digest. The testing confirmed that the proposed fiber optic–based monitoring system can detect changes in track support conditions simulated at the HTL. The findings also suggest that the developed system has a strong potential to complement existing inspection practices by providing continuous coverage along long stretches of track, reducing blind spots, and enhancing more data-driven maintenance planning. Looking ahead, the transition from test track to mainline deployment will

focus on scaling the technology, refining installation methods, and integrating track response data into machine learning algorithms to develop decision-support tools for predictive maintenance.

Conclusions

Recent tests have shown that fiber opticbased monitoring systems can not only replicate the functions of conventional sensors but also facilitate real-time track condition deterioration detection through continuous measurement of track deflection, tie reaction forces, and track modulus. Ongoing research supported by the Federal Railroad Administration is extending this work with finite element modeling and machine learning, aimed at improving decision-making and identifying the causes of track exceptions. The developed monitoring system shows tangible promise for large-scale use, helping railroads with track health monitoring to stay ahead with predictive maintenance.

Reference

1. I ndraratna, B., Sajjad, M. B., Ngo, T., Correia, A. G., & Kelly, R. (2019). Improved performance of ballasted tracks at transition zones: A review of experimental and modelling approaches. Transportation Geotechnics, 21, 100260.

2. Wang, H., Chang, L., & Markine, V. (2018). Structural health monitoring of railway transition zones using satellite radar data. Sensors, 18(2), 413.

3. G harizadehvarnosefaderani, M., Rabbi, M. F., Stuart, C. D., & Mishra, D. (2025). Performance evaluation of rail-mounted quasi-distributed optical fiber sensors for monitoring track transitions. Transportation Geotechnics, 51, 101487.

4. Parajuli, B., Gharizadehvarnosefaderani, M., Damm, D., Rabbi, M. F., Drapp, B., Pooch, A., & Mishra, D. (2025). Rail track support condition monitoring with distributed acoustic sensing (DAS) system. Proceedings of the Institution of Mechanical Engineers, Part F: Journal of Rail and Rapid Transit, 09544097251338449.

5. M ilne, D., Masoudi, A., Ferro, E., Watson, G., & Le Pen, L. (2020). An analysis of railway track behaviour based on distributed optical fibre acoustic sensing. Mechanical Systems and Signal Processing, 142, 106769.

We Do Our Best Work When We Listen

My parents taught me at a young age about the importance of listening. Since then, I’ve learned it is an acquired skill. Most of us don’t come by it naturally. Our inclination is to speak and to impart our wisdom and expertise. Yet, I’ve found that when I really listen to other people’s thoughts, concerns, and points of view, I have more collaborative discussions, get more accomplished, and fortify my relationships.

Successful railroad contractors know about listening too. We strive for a safe and quality project with the best customer service, but we know we can’t achieve those goals without first listening to our clients and understanding their wants, needs, and concerns.

Listening has been an invaluable part of my tenure as Chairman of the NRC over the past two years. I’ve profited from enormous insights from the NRC staff and board. As our board members can attest, we encourage members to voice their opinions as we try to embrace new and fresh ideas and suggestions. These open lines of communication help the NRC provide the most for our member companies and industry partners.

Recently, I benefited from the responses of contractors and suppliers to a member survey. The results were extremely positive overall, with few exceptions. You say the NRC is doing a fantastic job, that we are advancing our mission of making the environment for railway construction safer and stronger. You affirm that there is no better way to network with other industry leaders and gain invaluable information for your business than at the NRC’s annual conference. And when I dig deeper into your comments, I see some consistent themes, constructive insights, and future opportunities. I also see a few negative comments, which are insightful and allow us to objectively evaluate what we’re doing. In my opinion, this constructive criticism is as valuable as an atta-boy.

First, you agree our conference is tops, but some of you wish it was later in the year, after Class Is and

short lines have finalized their capital budgets. Others suggest getting this information early helps you to refine your business plans and start impactful discussions with railway customers. We hear you. We are balancing all of this input with the advantage of securing top venues at highly discounted rates, gathering in January before work schedules get too busy, and the opportunity to be first to preview capital plans.

Some members asked us to supplement the annual conference by exploring regional meetings or webinars to allow for more in-depth conversations on issues facing the industry as a whole and those in specific geographies.

provides a convenient way for veterans and any jobseeker to locate employment opportunities with our member companies. You tell us this is a valuable resource and we are looking to enhance it in the future.

Our Sustainability Committee also deserves more exposure. This insightful group excels at listening – to railroads, rail-transit authorities, and industries served by rail – to synthesize what they are hearing about current and future sustainability requirements for contractors and suppliers. Please contact the NRC if you missed their recent Sustainability newsletter, which provides practical ideas and insights for contractors and suppliers.

LISTENING IS AN ACQUIRED SKILL. MOST OF US DON’T COME BY IT NATURALLY.

Recommended topics include best practices on engineering/construction partnering, planless deliverables, improvements with insurance providers for better coordination and lower premiums, how to better navigate federal contracts with diversity goals, and help for young professionals in networking and navigating in our industry. The NRC Board is exploring these ideas further.

Members appreciated the work of our committees, but the survey suggests we need to do a better job of communicating their value. Some were not aware of our jobs database, which provides links to job postings of all of our member companies. The NRC introduced this new member benefit in response to our Veterans Committee, established in 2023 to address the mutual needs of veterans seeking meaningful employment and railway contractors and suppliers needing a skilled workforce. The jobs database

I want to assure you that the NRC is listening. Your comments help us do our best work to deliver value to our members. Don’t wait for the next survey. Contact me, other NRC board members, and our staff with your comments anytime at info@nrcma.org. Don’t miss what so many of you said is the best networking event of the year. Join us for the 2026 NRC Annual Conference and NRC-REMSA Exhibition in Hollywood, Florida, from January 7 to 10. Register today.

“We aren’t just in this industry. We are this industry!”

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

CEO PERSPECTIVE: SUPPLIER RELATIONSHIPS AND COMPANY CULTURE

BY JUSTIN BROYLES, CEO, R. J. CORMAN RAILROAD GROUP

The relationship between railroads and their suppliers is foundational to the longterm success of the industry. Railroads operate in a complex, safety-critical environment where reliability, innovation, and responsiveness from suppliers are not just appreciated – they are essential. R. J. Corman Railroad Group holds a unique perspective as both a rail operator and a rail service provider to the wider Railroad Industry. We view our clients as strategic partners, collaborating closely to help them fulfill their commitments to customers, shareholders, and the communities they serve, and that’s what we expect from our suppliers too.

ESSENTIAL NEEDS FROM RAIL SUPPLIERS

First and foremost, railroads need suppliers who understand the nuances and challenges

Photo Credit:

(Top) Shutterstock.com/APChanel,

(Bottom Left)

R.J. Corman

CENTER STAGE

BRINGING TRACK AND RAIL SUPPLIERS INTO THE SPOTLIGHT

By Jennifer McLawhorn, Managing Editor

As RT&S has done with engineering and construction companies throughout 2025, this “Perspectives” series now shifts its focus to track and rail suppliers. Now that the end of 2025 is in sight and the rail industry turns its attention to 2026, there remains a growing need to enhance safety, develop innovative solutions to complex problems, and adapt to technological change. Suppliers must meet these demands from railroads to ensure continued partnership. This series takes a look at CEOs and executives from across the rail supply chain to share their own perspectives on meeting that pressure. What becomes clear is that each offers a forward-looking view of the supplier industry as it steps into the future.

of the rail industry. This means providing products and services that meet rigorous safety and quality standards, with an unwavering commitment to reliability. Downtime or equipment failure can have cascading effects, impacting schedules, customer satisfaction, and even safety. Timely delivery and proactive support are non-negotiable; suppliers must anticipate needs, respond swiftly to issues, and communicate transparently.

Innovation is also critical. The rail industry is evolving, with new technologies and environmental regulations shaping how we operate. Suppliers who invest in research and development, offering solutions that increase efficiency, reduce emissions, and lower costs, are invaluable. Collaboration is key – suppliers who are willing to work closely with railroad operators to customize solutions and adapt to changing requirements truly stand out.

Finally, ethical business practices and shared values matter. Railroads need suppliers who act with integrity, adhere to regulatory requirements, and demonstrate a commitment to sustainability and community engagement.

This alignment fosters trust and builds long-term relationships that benefit both parties.

THE IMPORTANCE OF COMPANY CULTURE

At R. J. Corman Railroad Group, our values are the glue that holds our organization together. They shape how we interact with suppliers, customers, and each other. A positive, safety-focused culture encourages accountability, continuous improvement, and open communication. When our employees feel valued and empowered, they go the extra mile – ensuring our operations run smoothly and our customers are satisfied.

A strong company culture also attracts top talent and supports innovation. It creates an environment where people are motivated to solve problems, embrace new technologies, and pursue excellence. Ultimately, a healthy culture at R. J. Corman not only drives our success but also strengthens our partnerships with our clients and suppliers, ensuring we deliver quality and reliability across the industry.

WHAT RAILROADS NEED FROM SUPPLIERS

BY KEVIN ERASMUS, CEO, DAVRAIL INC.

As 2026 looms, the freight transportation industry is keen to capitalize on the current administration’s mandate to onshore production and has been strategically positioning itself to deliver those cradle-side needs to producers—both as goods come in cross-border and from coast to coast. As my good friend Henry Posner is famous for saying, “Drainage is key.” Applied as a metaphor to all track structure, the rail industry cannot effectively capitalize on that expected transportation demand if it cannot guarantee the track and infrastructure integrity required to move every pound of material safely and quickly from first mile to last mile. This is where MOW service providers like DavRail make carriers, large and small, look good—track work done well, done safely, and done efficiently, lowering MOW overhead and ultimately driving shareholder returns and customer cost reductions across all networks.

IN 2026

IMPORTANCE OF SUSTAINABILITY IN THE DEVELOPMENT OF EQUIPMENT DAVRAIL OFFERS

DavRail’s Center Lift service equipment offerings set an industry standard for more than just our performance. Our Center Lift machines use power packs that meet and exceed even the strictest emissions standards and are so robust that their lifecycles are measured in decades, not months. With such durable products, we’ve moved away from the consumerism that so often plagues the industry, clogs laydown yards, and strains annual CapEx budgets. Our Center Lift machines are designed to last and proven to perform.

PROJECTS DAVRAIL IS WORKING ON

DavRail is paving the way in North America for how railroads and rail contractors plan for Maintenance of Way. The Center Lift Technique has proven to be wildly popular with carrier project managers and designbuild firms alike. Big lifts are clearly the new big thing, and DavRail is building lift plans for 2026 that include a double-main panel on one of the nation’s busiest rail intersections, a 1,600-foot panel movement without cuts or welds, and a #24 double diamond. DavRail executes complex track panels exceptionally well, and the industry’s growing interest in our Center Lift Technique services is as exciting to develop as it is to deliver.

NAVIGATING 2026: WHAT RAILROADS NEED FROM THEIR EQUIPMENT SUPPLIERS

BY JOHN ROBERTS, CEO, R.E.L.A.M.

SAFETY & RELIABILITY

As the rail industry prepares for the challenges and opportunities of 2026, railroads must align with suppliers who deliver on four essential pillars: safety and reliability, flexibility and cost effectiveness, availability, and end-to-end service. These factors are critical to maintaining operational excellence in a competitive, fastmoving environment.

Safe, high-performing maintenance-of-way (MoW) machines and inspection systems are the foundation of efficient operations. Equipment must meet strict safety standards and deliver consistent performance across all conditions. RELAM supports this by offering a young, durable fleet designed to withstand daily demands. Our machines undergo rigorous inspections and preventive maintenance, ensuring reliability, protecting crews, and keeping infrastructure in top shape.

FLEXIBILITY & COST EFFECTIVENESS

Railroads operate in diverse environments with evolving needs. Flexibility in fleet options and leasing terms is essential to staying agile and managing costs.

RELAM provides short- and long-term leases on late-model MoW equipment and hi-rail vehicles. Our solutions reduce capital expenditures and transportation costs while offering immediate

access to reliable equipment. We also support our fleet with a full inventory of parts and responsive service.

AVAILABILITY

Delays caused by unavailable equipment or parts can derail project timelines. Suppliers must ensure consistent access to critical assets. With multiple locations across North America and a robust fleet of MoW machines and hi-rail vehicles, RELAM ensures equipment is ready when and where it’s needed. Our integrated parts support and proactive logistics help minimize downtime and keep operations moving.

SERVICE

Responsive, expert support is key to minimizing disruptions. Railroads need partners who stand behind their equipment. RELAM offers 24/7 support, remote diagnostics, and mobile service units. Our experienced field teams deliver fast, practical solutions that foster trust and enable railroads to stay focused on their core operations.

STRATEGIC PARTNERSHIPS FOR A RESILIENT FUTURE

To succeed in 2026 and beyond, railroads must partner with suppliers who offer safe and reliable equipment, flexible and cost-effective leasing options, consistent access to critical parts, and responsive expert field support. RELAM exemplifies these qualities, positioning itself as a strategic partner for railroads seeking dependable, scalable solutions that evolve with industry demands. As the rail sector continues to modernize, suppliers who deliver complete solutions, not just products, will be instrumental in driving operational excellence and long-term success.

Photo Credit: (Top) DavRail Inc., (Bottom) R.E.L.A.M.

ENGINEERING THE FUTURE OF RAIL: PARTNERSHIP, INTELLIGENCE, AND PURPOSE

BY THOMAS BLECHINGER, PRESIDENT & CEO, PLASSER AMERICAN CORPORATION

As we look ahead to 2026, one thing is clear: the rail industry is at an inflection point. Railroads today expect more than reliable machinery, they expect partnership. They need suppliers who understand their operational challenges, workforce realities, and long-term goals. At Plasser American, we see ourselves not only as equipment manufacturers and service providers but as technology partners, providing integrated solutions that enhance safety, performance, and sustainability.

THE RISE OF ARTIFICIAL INTELLIGENCE IN TRACK MAINTENANCE

Artificial intelligence is transforming the maintenance-of-way sector. AI-driven systems can now analyze track geometry data, autonomously operate tamping machines, and predict maintenance needs long before issues arise. Our Tamping Assistant, for instance, continuously learns from each operation, improving precision and repeatability while reducing operator fatigue. The result is safer, more efficient, and data-driven maintenance, empowering crews rather than replacing them.

INNOVATION AND SUSTAINABILITY — MADE IN THE USA

Innovation at Plasser American is driven by a simple goal: to create smarter, cleaner, and more efficient solutions for the rail industry. As we develop the next generation of maintenance-ofway equipment, sustainability is not just a consideration, it’s a core design principle. Our hybrid and battery-powered systems significantly reduce fuel consumption and emissions while maintaining the reliability and performance our customers expect. Our “Made in USA” commitment amplifies that mission. By manufacturing locally in Chesapeake, Virginia, we not only support American jobs and families but also minimize transport emissions and

ensure the highest quality standards. The recent expansion of our Chesapeake campus and the opening of our new Ultrasonic Testing headquarters in Danbury, Connecticut, reflect this longterm investment in domestic innovation and service capability. These initiatives, combined with our advances in digital monitoring and data integration, position Plasser American at the forefront of sustainable rail technology. We are building machines that don’t just meet today’s needs — they define the standard for the railroads of tomorrow.

THE HUMAN ELEMENT

Technology alone doesn’t build progress, our people do. Behind every innovation stands a team of dedicated individuals whose skill, pride, and integrity bring ideas to life. Our company culture is rooted in craftsmanship, curiosity, and care. Core values that define how we design, build, and collaborate every day. Many of our leaders began their careers working on and with our machines in the field, and that foundation continues to shape who we are. It’s a culture where learning never stops, where experience is shared, and where each employee takes pride in knowing their work contributes to safer and more efficient railways across North America, the backbone of our nation. As we continue to innovate, we remain guided by the same principles that built our reputation: partnership, precision, and purpose, because while technology drives progress, it’s people who make it meaningful.

Thomas Blechinger is President & CEO of Plasser American Corporation, a leading manufacturer of track maintenance machines based in Chesapeake, Virginia. With over three decades of global experience in the rail industry, he is known for driving innovation, operational excellence, and sustainable growth across North America’s rail infrastructure sector.

THE LONG HAUL: NARSTCO

BY NICK DELMONICO, DIRECTOR OF SALES, NARTSCO

As we enter 2026, railroads need more than products—they need partners who deliver reliability, responsiveness, and lasting value. The industry is focused on improving safety, simplifying installation, reducing maintenance, and managing lifecycle costs. At NARSTCO, we prioritize consistent supply, transparent performance, and early design collaboration to help rail operations run more efficiently. Our steel ties provide substantial savings in total cost of ownership thanks to their durability, low maintenance, and extended lifespan. Artificial intelligence is reshaping manufacturing, offering new ways to boost quality control, optimize production, and cut costs. In the rail supply sector, AI enables smarter forecasting, real-time diagnostics, and predictive maintenance. Suppliers who adopt these tools will be better equipped to meet rising customer expectations and evolving regulatory standards. Sustainability drives every NARSTCO product. Made from recycled steel and fully recyclable at end-of-life, our ties and turnouts significantly reduce environmental impact compared to alternative products. Through circular manufacturing and durable design, we help customers meet ESG goals while

improving operational performance and cost efficiency. We support Class I, short line, transit, and industrial customers across North America with siding, yard, and terminal projects. Our steel tie and eclip systems are increasingly specified for high-traffic, heavy-load applications due to fast installation and proven reliability. We also collaborate with engineering firms and public-private partners on infrastructure modernization efforts.

South Carolina’s Palmetto Railways Camp Hall Rail project—a 23-mile freight corridor opening in 2026—features NARSTCO steel ties and turnouts, built to handle heavy industrial traffic and ensure long-term performance. We’re also supplying steel ties and turnouts for the South Carolina Ports’ Navy Base Intermodal Facility, which includes over 35,000 feet of track supporting dual Class I service and high-volume operations. Our culture is built on safety, integrity, and partnership. Every NARSTCO team member —from engineering to customer service—understands that reliability starts with accountability. We’re a nimble, solutions-driven organization committed to helping customers meet challenges head-on and deliver lasting results.

Photo Credit: NARSTCO

HITACHI RAIL’S VISION FOR 2026: LEADING WITH INNOVATION, SUSTAINABILITY, AND LOCAL IMPACT

BY JOSEPH POZZA, PRESIDENT AND COUNTRY REPRESENTATIVE, HITACHI RAIL

As we approach 2026, the rail industry stands at a pivotal moment. At Hitachi Rail, we believe rail suppliers must evolve to meet the growing needs of transit authorities and passengers alike. Looking ahead to 2026, transit authorities and freight railroads need more than suppliers—they need strategic partners who understand the full rail ecosystem and can deliver smart, scalable, safe, and sustainable solutions. This is why our business is focused on helping our customers rethink mobility through innovation and collaboration. Our HMAX (Hyper Mobility Asset Expert) platform, developed in partnership with NVIDIA, does just this, enabling real-time monitoring and predictive maintenance across trains, tracks, and signaling systems. By processing data—directly on trains and infrastructure—we’re able to detect faults faster, reduce downtime, and improve safety for both passengers and workers. With these advancements in mind, we see HMAX and our wider product line as integral components in transforming maintenance-of-way operations for our business.

Further, we are also actively delivering major projects and system solutions across North America including new fleets and systems for Washington Metropolitan Transit Authority (WMATA), Bay Area Rapid Transit (BART), across the MTA New York network,

FUTURE ON TRACK: PAVEMETRICS

Maryland Transit Administration, Philadelphia’s Southeastern Pennsylvania Transportation Authority (SEPTA), San Francisco’s Municipal Transportation Agency, Metrolinx, Vancouver’s SkyTrain network, and many more. These rolling stock, turnkey, and train control system solutions enhance and modernize to meet the unique needs of each city – providing safe, efficient, reliable, and sustainable transit.

In fact, Hitachi views the links between efficiency, reliability and sustainability as central to our mission. This is represented by our new $100M carbon-neutral factory in Hagerstown, Maryland, a new state-of-the-art train manufacturing facility – which we consider a model for innovation and green manufacturing. Powered by renewable energy and designed for zero landfill waste, it will produce many of the aforementioned projects across North America while further reflecting Hitachi’s commitment to achieving net-zero greenhouse gas emissions across our entire operations and supply chain by 2050.

Lastly, at the heart of our success is our company culture built upon Harmony, Sincerity and Pioneering Spirit, core values outlined by our founder, Namihei Odaira. Through our values we foster innovation, invest in our people, develop local talent and collaborate across 20+ office locations at all levels of our business. With more than 2,500 employees in North America, our teams are empowered to challenge conventions and drive progress. As we expand our footprint in North America, Hitachi Rail is ready for 2026—and beyond. We’re not just building trains. We’re driving the mobility transformation.

BY GREGORY MCCONNELL, VICE PRESIDENT AND GENERAL MANAGER, PAVEMETRICS

As railways look ahead to 2026, they face growing pressure to maintain vast networks safely, efficiently, and sustainably — often with fewer resources and shrinking maintenance windows. Pavemetrics® was built on the belief that rail operators shouldn’t have to choose between safety and productivity. Our mission has always been to help them achieve both.

Today, artificial intelligence and the automation of maintenance practices are redefining how the rail industry approaches maintenance-of-way. Pavemetrics® (through its Railmetrics® brand), part of Eddyfi Technologies’ Automated Vision Systems, is at the center of this evolution with its LRAIL™ system. Using high-speed 3D laser technology and AI-driven analytics, LRAIL delivers precise, repeatable measurements of every critical track component — including turnouts and cross-ties — at full track speed, with zero disruptions to operations.

Traditionally, these inspections required slowing down operations or sending crews on foot, resulting in insufficient data and higher risk. With LRAIL, railways can now obtain complete, geo-referenced data in a single pass — turning subjective assessments into objective insight. This shift from inconsistent patchwork and often subjective human intervention to systemized data collection enables a proactive, predictive approach to maintenance that improves safety, optimizes budgets, and keeps trains moving.

Sustainability is also a key driver of innovation at Pavemetrics®. By significantly reducing unnecessary site visits, manual re-inspections, and out-of-service time, our technology directly contributes to lower emissions, longer asset life, and more efficient use of resources. As part of the expanding Eddyfi Technologies industrial technology group, we continue to grow and accelerate innovation while staying true to what has always set Pavemetrics® apart — being close to our customers, listening to their needs, and responding quickly with solutions that make a real difference in the field. Our vision is clear: to help rail operators build a future where technology supports people — making inspections safer, decisions clearer, and railways stronger.

TRACK TO THE FUTURE: ENSCO, INC.

BY JEFF STEVENS, PRESIDENT, ENSCO INC.

As ENSCO looks to 2026, our mission remains clear: deliver the most advanced technology and the best service in the business to ensure our customers meet their safety, reliability, and efficiency objectives. For more than two decades, ENSCO has led the evolution of railway inspection, introducing technologies that transformed how railroads maintain their networks. We pioneered breakthroughs in autonomous track inspection, machine-vision automation, and ultrasonic rail testing. Today our technologies inspect over 25 million track miles annually worldwide, enabling railroads to operate more safely and efficiently while lowering lifecycle costs.

With the recent addition of KLD Labs, ENSCO now offers a complete condition-based monitoring portfolio for both track and rolling stock, linking vehicle performance with infrastructure health. Together, these capabilities empower MOW personnel see their infrastructure in new ways—transforming data into action and enabling faster, smarter decisions.

Across the industry, we see increasing demand for automation and predictive analytics that allow railroads to keep pace with competing modes of transport. To serve this demand, ENSCO is making substantial investments into autonomous technology that drives widespread deployment and increased automation. Artificial intelligence is a significant contributor to making this possible. At ENSCO, we’re applying AI and machine learning to improve detection capabilities, predict failures, and extend the life

Portable Inspection Solutions

Real-time track geometry and rail profile measurement available for any hi-rail vehicle with a standard hitch mount

GEOMETRIC PERFECTION

Keeping Your Track Geometry in Top Shape

By David C. Lester, Editor-in-Chief

Like most aspects of rail maintenance of way, maintaining proper track geometry is critical to extending the life of the rail and car wheels by ensuring that the wheel/rail interface is properly maintained. This month, several vendors specializing in track geometry and inspections discuss their latest products and services.

Pavemetrics® (through its Railmetrics® brand), part of Eddyfi Technologies’ Automated Vision Systems brings together 3D machine vision with inertial measurement and AI to measure track geometry, as part of the LRAIL™ track inspection system. The LRAIL™ inspects multiple track

components simultaneously, using the same two sensors in a single pass at speeds of up to 75 mph.

With versatile installation options and both attended and unattended operation modes, the LRAIL™ gives railways the freedom to inspect on their own terms — in ways that best align with their maintenance strategies.

This more comprehensive inspection not only removes the challenges associated with aligning multiple data streams but also allows railways to understand geometry defects more thoroughly by integrating additional insights into tie assessment, fastener condition, ballast profile and rail

head wear, just to name a few. The ability to go one step further in understanding the underlying issues that may be contributing to a geometry defect, is critical to improving overall track health and driving safer, more reliable operations.

The newest addition to LRAIL’s inspection capabilities — turnout inspection — further establishes Pavemetrics® as one of the leaders in track inspection technology. By making critical measurements at switches and frogs while simultaneously capturing geometry data, LRAIL empowers railways to assess the health of these vital assets and make smarter, data-driven maintenance decisions.

Photo Credit: LORAM

ENSCO’s Rail Profile Measurement System (RPMS) delivers precision rail geometry measurement data critical to infrastructure condition assessment, maintenance planning, and predictive analytics. Designed for both Full Rail Profile and ENSCO’s Gage Side Only configurations, the RPMS integrates seamlessly with ENSCO’s Autonomous Track Geometry Measurement System (ATGMS) architecture to provide comprehensive rail wear and shape analysis whether installed on dedicated inspection vehicles, passenger trains or locomotive-based autonomous platforms.

The system employs high-resolution lasers and optical imaging to capture continuous rail head geometry at speeds exceeding 220 mph (354 km/h). Proprietary ENSCO algorithms reconstruct the

rail cross-section in real time, enabling accurate quantification of vertical and lateral wear, gage face angle, percentage of head loss, and other various measurement parameters; parameters directly tied to safety-critical metrics such as Wheel/ Rail interaction and hunting behavior. For customers seeking cost efficiency and simplified installation, the Gage Side Only configuration provides targeted measurement of the most wear-sensitive portion of the rail while maintaining correlation with traditional full-profile datasets.

When integrated within a locomotive ATGMS package, RPMS transforms ordinary rail operations into continuous monitoring missions. ENSCO’s on-board computing architecture performs edgebased processing and secure data transmission, allowing geometry and profile data to feed directly into condition-based maintenance systems without the need for dedicated inspection runs. This enables railroads to detect and address emerging defects earlier and more consistently, improving asset utilization, safety, and lifecycle cost performance.

For over 50 years, ENSCO has been a global leader in railway inspection and asset management technology. The company’s innovations in autonomous measurement, vehicle/track interaction, and predictive analytics continue to support how railroads understand and manage track health.

For 30 years, Holland has been providing a range of track measurement solutions for railroads across North America. Holland’s Argus® technology enables precise geometry inspections across various applications,

from TrackSTAR® track strength testing to its most recent applications, such as portable inspection and locomotive UGMS (Unattended Geometry Measurement Systems).

Holland’s Argus 2.0 Track Inspector system has grown to become a popular method of track inspection for Class I, short line, and transit railroads across North America. Any conventional hi-rail vehicle can be converted into an inspection vehicle by attaching this system to a standard hitch mount in minutes, delivering real-time track geometry and rail profile measurements. This system features a noncontact encoder and is available with three different software options: Attended Operation, Heads-Up, or Autonomous mode.

The company’s Locomotive UGMS/ ATGMS system has also become an important part of the market for track inspection. Without the need for a dedicated vehicle, track time or headcount, this autonomous system is installed under the locomotive to provide track geometry and rail profile. It allows track measurement at track speed and under an operational load environment. This system enables continuous testing along critical network corridors while being integrated into revenue service. Installation of the UGMS system requires no welding or drilling and utilizes the locomotive’s power.

RailWorks Maintenance of Way is proud to introduce its newest innovation in railway inspection: the Machine Vision Joint Bar Inspection Service, powered by Andian Technologies. This new capability marks an exciting expansion of RailWorks’

LORAM Track Inspection Vehicle Equipped with Aurora System

RailWorks Track Inspection Vehicle

long-standing expertise in track geometry inspection into the realm of advanced machine vision.

With the addition of the Machine Vision Joint Bar Inspection System, RailWorks can now capture high-resolution imagery of the

track structure during geometry inspection runs, automatically identifying and analyzing joint bars and related track components through advanced post-processing algorithms. Each detected defect is precisely tagged with GNSS coordinates, track mileage, and clear visualizations, enabling maintenance teams to locate and verify issues with speed and accuracy.

Designed to operate at top track-unit speed and work within limited track windows, the system enables efficient, non-disruptive inspections over long distances. This approach delivers accurate, data-driven insights that empower railroads to make timely maintenance decisions without slowing operationsenhancing safety and reliability across North American rail network.

By integrating track geometry, imagery, and location data into a single deliverable asset, RailWorks is providing a comprehensive picture of track health.

With decades of inspection experience and a commitment to continuous innovation, RailWorks is proud to move into the next generation of data-driven railway

The Railway Educational Bureau Track Resources

Photo credit: Holland

Holland Track Inspector

maintenance, helping railroads maintain safer, more efficient rail networks.

LORAM’s Aurora track inspection offers significant capability around how railroads manage track geometry and tie compliance.

The Federal Railroad Administration (FRA) requires a minimum number of functional ties every 39 feet based on the designated track class. Meeting these requirements has traditionally depended on manual inspections—an approach that is time-consuming, subjective, and inconsistent.

By combining high-resolution imaging, 3D profiling, and optional X-ray technology, the Aurora system provides a precise, quantitative assessment of each tie’s structural integrity. Advanced algorithms automatically identify, classify, and grade individual ties detecting defects such as rot, plate cutting, cracking, or center-binding. The result is a reliable dataset that directly correlates tie condition with FRA compliance standards.

Because Aurora grades ties in accordance with the functional tie definitions

required by FRA, railroads can instantly verify whether a track segment meets the tie count standards for its class—every 39 feet, every time. This automated compliance insight eliminates uncertainty, allowing maintenance teams to prioritize replacements only where necessary and plan programs with data-backed confidence.

The result is more than accurate inspection—it’s regulatory assurance and optimized asset management.

Aurora empowers railroads to maintain proper track geometry, extend tie life, reduce costs, and sustain the safety and reliability required for modern rail operations.

Pavemetrics® Track Image

Trucks and Hi-Rail Vehicles Make Track Evaluation Easier

By David C. Lester, Editor-in-Chief

At Omaha Track , innovation and efficiency have always been at the heart of what it does.

Omaha Track Equipment, or OTE, is its dedicated division focused on designing, building, and maintaining specialized hi-rail trucks and rail-bound equipment. Led by Division President Bryan Boehm in Kansas City and Jeff Peterson, President of Omaha Track Equipment, its team combines hands-on experience with forward-thinking design to create equipment that performs in the toughest rail environments.

One of OTE’s latest advancements is the introduction of fully electric Ford F-150 Lightnings upfitted with hi-rail gear. These cutting-edge vehicles bring sustainability and high performance together—offering up to 580 horsepower with the same rugged reliability expected by customers.

Omaha Track Equipment suggests this may be among the first Ford Lightning hi-rail systems in the U.S., marking a major step forward in clean railbound technology and reflecting the company’s commitment to innovation and environmental responsibility. Its product lineup also includes custom section trucks, rotary dump trucks with 31-foot cranes, and Kubota RTV-1100 utility vehicles, each designed to meet the specific needs of Class I railroads, short lines, and contractors across North America.

At OTE’s new Kansas City upfitting facility, its team handles everything from design and fabrication to inspection and service. It offers sales, rentals, in-house repairs, FRA inspections, and crane rebuilds. The company also repurposes and restores equipment—transforming well-used trucks into specialized multipurpose units or rebuilding older chassis into modern hi-rail machines. It’s a hands-on reflection of the sustainability values Omaha Track was founded on back in 1983.

With more than 500 pieces of maintenance-of-way equipment in operation, OTE continues to offer high levels of reliability, safety, and

Industry Railway

performance—helping its customers stay on track and ahead of the curve.

Mitchell Rail Gear designs and manufactures high-performance rail gear systems for a wide range of vehicles—from small RTVs to large Class 9 trucks and

construction equipment. The company’s mission is to deliver innovative, reliable solutions that enhance both operational efficiency and safety for vehicles operating on rail. For light-duty trucks (Class 1–5), our Flexiride® Rail Gear

Suppliers Rosenqvist Hi-Rail attachment system with the EQ Axle System. Photo courtesy of Industry Railway Suppliers.

FLEXIBILITY

stands out with its 4-wheel independent suspension. Recognizing the spatial constraints of these vehicles, Mitchell supplies fully integrated, pre-engineered systems featuring strategically positioned components, plug-and-play wiring

harnesses, and complete hydraulic hose kits. This turnkey approach eliminates the need for custom fabrication, streamlining both installation and future service.

To simplify maintenance, the company’s optional Rail Gear Lubrication

System makes it easy to lubricate hardto-reach fittings—supporting preventive maintenance and extending system life. Its Sure Lube Bearing Lubrication System further reduces downtime by eliminating manual wheel bearing

locks, motion detection alarms, reversing railroad lighting, and an optional Rail Speed Limiter that automatically engages when the gear is deployed. For added operational control, the vehicle’s back-up alarm is automatically disabled when on rail and reactivates when the gear is retracted.

Ride quality reaches new levels with Mitchell’s 1515 Rail Gear, designed for ¾-ton and 1-ton trucks. Paired with its RoadRail® forged aluminum wheels and 305mm-wide tires, this configuration delivers a smooth, factory-like ride both on the highway and on the rails.

A strong example of Mitchell’s engineering capability is the Model 3333HD Rail Gear for Ford F-550 trucks. Offering over 10-inches of ground clearance and 15° approach and departure angles for true off-road capability, this system features pneumatic Cobra Rail Brakes for superior stopping performance.

The Model 3333HD has proven itself in demanding applications—from hauling large salt containers for the Massachusetts Bay Transportation Authority (MBTA) to

Photo credit Omaha Track Equipment

Omaha Track Equipment Hi-Rail Vehicle.

powering ambulance-configured Ford F-550 rail trucks in service with Saudi Arabia Railways.

Custom Truck One Source (CTOS) has strengthened its leadership in the railroad maintenance-of-way (MOW) market through a strategic alignment with Load King Manufacturing. By vertically integrating Load King’s advanced fabrication and assembly capabilities into Custom Truck’s operations, the company has significantly reduced lead times and improved product quality, bringing highperformance rail vocational truck bodies to market faster and with greater reliability.

At the heart of this integration is Custom Truck’s state-of-the-art Kansas City facility, “Building H,” a dedicated manufacturing hub equipped with advanced cutting, machining, and coating technologies. This facility enables complete in-house production, from raw material to final assembly, ensuring precise craftsmanship, consistent quality control, and faster delivery to rail customers nationwide.

Safety remains a foundational principle

of Custom Truck’s manufacturing philosophy. Every Load King rail body is engineered to promote jobsite safety and operator confidence, reflecting the company’s deep understanding of the hazards faced during right-of-way and maintenance-of-way operations.

The Light Duty Track Inspector Body (315) enhances mobility and visibility for daily inspection crews; the Medium Duty Section Body (422) integrates organized storage and ergonomic access for safer field work; the Heavy Duty Welding Body (538) provides a stable, secure platform for thermite and electric welding; and the Heavy Duty Section Truck Body (609) incorporates an integral fall restraint system and rear walk-up access that allows crews to remain within the rails during operation, reducing exposure to risk.

Together, Custom Truck and Load King are expanding what’s possible in rail equipment manufacturing by uniting precision engineering, efficient production, and a safety-first mindset to deliver durable, dependable solutions built for the most demanding rail environments.

Industry-Railway Suppliers, founded in 1966, is the exclusive U.S. distributor for Rosenqvist machines and attachments and a major North American supplier of AREMA track tools, heavy railroad equipment, and mechanical shop tools. Rosenqvist has been designing and manufacturing rail handling solutions for over 30 years, contributing to rail infrastructure in more than 25 countries.

Rosenqvist’s Hi-Rail attachment features the EQ Axle system, the most advanced bolt-on hi-rail attachment available. Its patent-pending floating design ensures all four wheels remain in contact with the rail, providing superior stability and traction, significantly reducing derailment risks.

The EQ Axle also enables continuous self-adjustment, distributing the working load evenly across all four wheels, which decreases the chance of overloading a single wheel and enhances safety.

The EQ Axle’s modular design adjusts for multiple rail gauges and supports excavators up to 20 tons. It offers a two-speed hydraulic drive and options for two- or four-wheel drive and braking, improving performance and safety.

The Railway Educational Bureau Federal Regulations

Track Safety Standards Subparts A-F

Track Safety Standards, contains the Track Safety Standards, Subparts A-F, for Classes of track 1-5. The standards cover general information, Roadbed, Track Geometry, Track Structure, Track Appliances and Track-Related Devices, and Inspection. Includes Defect Codes. Updated July 1, 2025.

BKTSSAF Track Safety Standards, Subparts A-F $13.95 Only $12.50 for orders of 50 or more!

Bridge Safety Standards

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

BKBRIDGE Bridge Safety Standards $14.00 Only $12.60 for orders of 50 or more!

Workplace Safety

This reprint includes the FRA's Railroad Workplace Safety Standards addressing roadway workers and their work environments. These laws cover such things as: personal protective equipment, fall protection, and scaffolding for bridgeworkers; and training issues. Also includes safety standards for on-track roadway vehicles. Updated July 1, 2025

BKWRK Railroad Workplace Safety $13.95

Track Calculator

The Track Safety Standards Calculator is a must for anyone who works on track. This slide rule type calculator contains many of the details for Classes of track 1- 5. Deviation from uniform profile and from zero cross level. Difference in cross level. Compliant with part 213.

Track Calculator $12.50 Only $11.25 for orders of 50 or more!

Message From The President Safety on the Rails: How the Railroad Industry Measures Up

JERRY SPECHT, AREMA President 2025-2026

As Thanksgiving season is quickly coming up, safety comes to mind. Year-end project closeouts, budget forecasts, shopping for Christmas, and all kinds of distracting things are on our minds taking our focus away from performing tasks safely. Specifically, I am thinking about cooking a turkey with a turkey fryer in peanut oil. I usually get the opportunity to fry up the turkey in the peanut oil turkey fryer – which takes about 45-60 minutes depending on the size of the turkey.

I’ve seen all the videos of what can go wrong with a turkey fryer in watching people start their garage on fire or a ball of flames rolling from the hot oil spilling on the driveway, resulting in the neighbors calling in emergency medical services. You may be wondering if I am recalling this image from a personal experience, to which I would answer with a “no.” As a former volunteer firefighter, I know that in order to make fire, you must have three things: heat, oxygen, and fuel. Take away one of them and the fire is extinguished.

When I cook a turkey in the fryer, there are a few preparation steps that I do to ensure safe cooking of the turkey. (I will mention a warning that this process is MY process and in no manner is this meant to be an instruction for anyone to use!) I make sure I have a fire extinguisher ready to go and all my personal protective equipment ready. Moving all combustibles away from the fryer, I fill the oil up to the proper line to make sure it doesn’t overflow. You can determine the proper fill amount through test-dipping the turkey with fresh water in the pot to understand the displacement. Now it’s time to start to warm things up. I always make sure that I bring the oil up to the appropriate temperature following the written instructions that came with the fryer. I

then make sure that I dry off the turkey as much as possible to avoid splattering when placing the turkey into the fryer – hot oil and moisture do not go together very well!

Just before placing the turkey into the fryer, I turn off the burner – removing the heat from the fire equation mentioned above. Now is the time to place the turkey into the fryer by dipping it in slowly. Barring any spills and splattering, it is time to relight the burner and maintain the proper temperature of the fryer. This is my favorite time, smelling the freshly cooking turkey and enjoying the moment. After the appropriate cooking time – determined by the weight of the turkey and temperature of the oil, it is time to remove the turkey. Again, removing the heat, you have removed the opportunity for fire. Lifting the turkey out of the pot, letting it drain, and placing it into a serving container to bring to the kitchen for resting – we are ready for a Thanksgiving Feast!

The reason for talking about this whole process is that even the scary things can be done safely with a properly developed process, understanding the process, and adherence to the process. Any deviation from the above and disasters can happen. The rail industry is much like this with a larger ecosystem. Processes and technology have progressed in the industry such that many scary things can be done without injury.

The Long Journey to Safer Railroads

For nearly two centuries, safety has been one of the defining challenges of the railroad industry. In the 19th century, working on the railroad was among the most high-risk jobs in America. Many railroad employees lost their lives or limbs every year. Coupling cars by hand and stopping trains with manual brakes meant risk was part of the daily routine.

Passengers weren’t immune either. Boiler explosions, runaway trains, and head-on collisions were tragically common in an era before standardized signaling and federal oversight. Yet, the railroad industry has steadily transformed itself into one of the safest modes of transportation—a transition marked by milestone innovations, stronger regulations, and a growing culture of safety.

Milestones That Changed the Game

The path to modern railroad safety has been shaped by technology and law:

• 1869: The Westinghouse Air Brake revolutionized train handling, preventing countless collisions.

• 1893: Automatic Couplers ended one of the most lethal jobs in railroading.

• Early 20th Century: Block Signaling & Centralized Control cut down on catastrophic wrecks.

• 1966: Creation of the Federal Railroad Administration standardized inspections, reporting, and enforcement across the rail industry.

• 21st Century: Positive Train Control (PTC) harnesses GPS and automation to override human error.

These innovations didn’t just save lives in railroading—they set the stage for safety practices across industries.

Conclusion

From one of the most dangerous jobs in the 19th century to one of the safest forms of modern transport, the railroad industry has made remarkable progress. Safety milestones like air brakes, automatic couplers, and PTC didn’t just improve rail— they shaped industrial safety culture as a whole.

Compared to roads, rails are far safer. Compared to aviation, there’s room to grow. But what’s clear is that the railroad industry today is a safety leader among heavy industries, continuing a legacy of innovation, vigilance, and responsibility that will define its future.

When you look back at why these changes occurred, it becomes quite clear that innovation, best practices, and process development lead to a tremendous swing in an industry that was once deemed quite dangerous. As we look into the future, we must continue to strive for further improvements and continually challenge the status quo.

Future development will need to be focused on error elimination and validation of process performance. We can look towards AI to make these determinations, but some of this requires face-to-face interactions with our teams ensuring understanding and compliance. We all know that behaviors are mostly changed via consequences. These consequences are NOT best taught through experiencing the pain of loss of limb or life. Experience may be a great teacher, but we don’t want these experiences to happen. Therefore, it is imperative that we are proactive in determining the best practices and teaching each other in the industry before an incident is experienced. As we look at AREMA and its purpose, we will continue with the development and sharing of recommended practices. This is what helps drive our industry to new levels of safety!

FYI

Thank you for attending the AREMA 2025 Annual Conference & Expo in Indianapolis; we hope you had an excellent experience. If you registered as a full Conference Attendee, you will get access to the On Demand AREMA sessions recorded during the event. Stay tuned for details.

Discover how cutting-edge sustainability and resiliency practices are transforming railroad engineering, operations, and infrastructure. Hosted by AREMA and RailTEC, the Sustainability & Resiliency Day on November 13 brings together industry leaders to explore practical applications to drive innovation in your organization. Register now at rrec.railtec.illinois.edu.

Registration is about to open for the AREMA 2026 Communications, Signals & Information Technology Symposium

2025 MEETINGS

NOVEMBER 11-12

Committee 28 - Clearances Jacksonville, FL

2026 MEETINGS

JANUARY 27-28

Committee 15 - Steel Structures New Orleans, LA

JANUARY 29 -30

Committee 8 - Concrete Structures & Foundations Clearwater Beach, FL

FEBRUARY 4 -5

Committee 9 - Seismic Design for Railway Structures San Bernardino, CA

FEBRUARY 10-11

Committee 1 - Roadbed & Ballast Charleston, SC

FEBRUARY 18 -19

Committee 7 - Timber Structures Spring, TX

— a two-day journey through the past, present, and future of railway technology. Join us March 3–5 in Jacksonville, FL, to explore how innovation is transforming the rail industry. Learn more at www. csit26.arema.org.

Download the AREMA 365 App for essential rail resources and networking opportunities. Easy access to news, events, and educational materials enables you stay informed and connected to the industry. Download it today by searching for AREMA in your phone’s app store.

Did you know we offer a wide variety of On Demand education for learning on your time? Browse our most popular webinars, seminars, and Annual Conferences to earn your PDH credits on the go. Visit www.arema.org to start your

On Demand learning today.

If you’re looking for a podcast to binge, listen to AREMA’s Platform Chats. It features guests from every aspect of the railway industry. Catch up on all five seasons available on all your favorite listening services today.

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

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UPCOMING COMMITTEE MEETINGS

MARCH 24-25

Committee 4 - Rail Lakehurst, NJ

MAY 4-6

Committee 5 - Track Charlotte, NC

MAY 19-20

Committee 15 - Steel Structures Lancaster, PA

JUNE 3 -4

Committtee 9 - Seismic Design for Railway Structures Denver/Golden, CO

Join a technical committee

JUNE 11

Committee 30 - Ties and Fasteners Urbana, IL

AUGUST 5-6

Committee 7 - Timber Structures Colorado Springs, CO

SEPTEMBER 29-30

Committee 15 - Steel Structures Virtual Meeting

2027 MEETINGS

APRIL 12-13

Committee 15 - Steel Structures Denver, CO

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.

AREMA’s International Presence Expanded Through the Watford Conference

By Jame Michel, PE, US Watford Delegation

In September, the Watford Group of International Railway Designers held its 55th Conference in London, England in conjunction with the 200th Anniversary of British rail service. Five AREMA members formed the core of the US Delegation, including two AREMA “Watford Fellows” selected by the AREMA Educational Foundation, Daniel Rappoport of the Chicago Transit Authority and Matthew Kirby of Michael Baker International. Participation at the Watford Conference enables AREMA members to obtain international perspectives on railway design as well as broaden AREMA’s global identity. Conferences occur in Europe, but have been hosted in Japan, Singapore and the U.S. and integrate all aspects of rail transportation promoting the credo, “Good Design is Good Business.” The Watford Group was created in 1963 by British Railways to encourage the exchange of ideas and promote design excellence among its operating regions; other countries were invited to join in 1991 and subsequently, over twenty nations are now eligible

to send delegates.

Hosted by a collaboration of railway organizations including Network Rail, HighSpeed2, Irish Rail, Transport for London, East-West Rail, and the International Union of Railways, this year’s conference attracted over 200 attendees from 18 countries and included 25 technical presentations from railroads, infrastructure management companies, and consultants. Leaders of the host organizations offered an overview of each of their companies. Technical presentations looked at large station redevelopments, systems integration, innovation, and problem solving in a variety of contexts that embraced infrastructure and rolling stock. The program also included technical tours to many London area rail projects including the Colne Valley Viaduct, Elizabeth Line, and the HS2 Old Oak Commons underground station and rail hub with 14 platform tracks.

AREMA’s connection to the Watford Group began in 1994 when members of Committee 6, Railroad Facilities, Utilities and Buildings, were invited into the U.S. Watford Group

delegation, becoming eligible to attend Watford Conferences. In 2014, AREMA’s Educational Foundation created the Watford Fellowship, a learning opportunity for railroad and transit employees new to the industry and who are also members of an AREMA committee. Currently, any AREMA member is eligible to participate in the U.S. Delegation.

The value of the AREMA–Watford relationship is unique and builds professional awareness. John Lyon, a 2016 Watford Fellow, said, “Being part of Watford has always been a meaningful experience. Over the past ten years, I have gained broader appreciation for international railway engineering and operations that shape how I approach my current job.” As a member of Committee 24, Daniel serves as AREMA’s coordinator of student chapters and expects to share his experiences from London with chapter leaders and potential Watford Fellows.

To hear more about Watford Fellowship program, listen to Season 2 Episode 11 of Walt Bleser’s Platform Chats.

The just-completed HS2 Colne Valley Viaduct is 2.1 miles long and a subject of a Watford field trip. (Jeff Schultz photo)

remarked,

“I

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The AREMA members joining Cesar Vergara, Chairman Emeritus of Watford US Delegation Front: Daniel Rappoport Committee 24, John Lyon Committee 6, Barbara Schroeder Committee 24 Back row: Matt Kirby Committee 5, Jeff Schultz Committee 17, Cesar Vergara (Jeff Schultz photo)

Daniel Rappoport

was struck by the sheer scale and ambition of the Old Oak Commons project—an inspiring reminder that even 200 years after the UK’s first railway, the country continues to pursue transformative infrastructure.”

( D. Rappoport photo)

An Authorized Harsco Remanufacturing Facility-An Authorized Harsco Parts Distributor

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Statement of Ownership, Management and Circulation

1. Publication: Railway Track and Structures. 2. Publication Number #860-560. 3. Filing date: 10/01/2025. 4. Issue frequency: Monthly 5. Number of issues: 12. 6. Annual sub price: US $46, Intl $80. 7. Mailing address of known office of publication: Simmons-Boardman Publishing Corp, 1809 Capital Ave, Omaha NE 68102 -4905; Contact Person: JoAnn Binz, Circulation Mgr; Tel: 843-388-3808. 8. Mailing address of company headquarters: Same as above. 9. Full name and complete mailing address of publisher: Jonathan Chalon, Group Publisher, RT&S, 1809 Capital Ave, Omaha NE 68102 -4905 David C. Lester, Editor-in-Chief, 1809 Capital Ave, Omaha NE 68102-4905. 10. Owner: Simons-Boardman Publishing Corp, 1809 Capital Ave, Omaha NE 68102-4905; Arthur J McGinnis Jr, President, Simmons Boardman Corp, 1809 Capital Ave, Omaha NE 68102 -4905. 11. None. 12. No change in preceding 12 months. 13. Publication Title: Railway Track and Structures. 14. Issue date for Circulation data below: Avg. Oct 2024–Sept 2025; Actual Sept 2025. 15. Extent and Nature of Circulation. 15a Total Number of Copies: Avg. 7,815; Actual 6,634 15b.1. Paid/Request Mail Subscriptions: Avg. 4,869; Actual 4,533 15b.4. Request Copies Distributed by Other Mail Classes: Avg. 139; Actual 109. 15c.Total Paid and/or Request Circulation: Avg. 5,007; Actual 4,642. 15d.1 Non-request Copies: Avg. 2,568; Actual 1,690 15d.4. Non-request Copies Distributed Outside the Mail: Avg. 80; Actual 86. 15e. Total Non-request Distribution: Avg. 2,727; Actual 1,941. 15f. Total Distribution: Avg. 7,734; Actual 6,583. 15g. Copies not distributed: Avg. 80; Actual 51. 15h. Total: Avg. 7,815; Actual 6,634 15i. Percent Paid and/or Request: Avg. 64.7%; Actual 70.5%. 16a. Paid/Request Electronic Copies: Avg. 2,557; Actual 3,587. 16b. Total Paid/Request Print + Req/Paid Electronic Copies: Avg. 7,564; Actual 8,429. 16c. Total Print Distribution + Req/Paid Electronic Copies : 10,291; Actual 10,370. 16d. Percent Paid/Request (Print + Electronic Copies): Avg. 75 5%; Actual 81 3%. 17. Publication will be printed in the November 2025 issue. 18. Signature/ Title: Jo Ann Binz, Circulation Mgr., Date 10/01/2025 - PS Form 3526-R.

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Whither The American Freedom Train?

America’s 250th Birthday Likely Won’t See One

By David C. Lester, Editor-in-Chief

If there was ever a photographic equivalent of “the shot heard ‘round the world,” this is it.

Chances are the majority of this magazine’s readership did not see, and may not even be familiar with, the two editions of The American Freedom Train that operated in the twentieth century. The first was run in 1947-48 and consisted of a specially painted red, white, and blue locomotive pulling a set of matching cars containing a number of artifacts from American history, such as an original copy of the U.S. Constitution, the Declaration of Independence, the Gettysburg Address, the Emancipation Proclamation, and documents of surrender from both Japan and Germany signed at the end of World War II. A special exhibit was the flag raised on Iwo Jima after U.S. forces captured that Pacific Island after one of the bloodiest battles of the war.

The 1947 edition of the train was conceived by President Harry Truman and others who thought that after years of severe economic depression and war, from which the United States emerged victorious, the nation’s spirits would be buoyed by a special train to celebrate the hard-won freedom. The train operated from September 1947 to January 1949 and visited all 48 states (Alaska and Hawaii were

not admitted to the Union until 1959), traveling nearly 40,000 miles. Approximately 3,000,000 people visited the train, each likely having a new appreciation of American history after the terrible stress of the previous 15 years.

The 1947-49 Freedom Train also celebrated the performance of U.S. railroads during World War II. During the war, railroads remained in private control, although there was close cooperation with the U.S. Government through the Office of Defense Transportation. Automobile and truck traffic were curtailed significantly during this period due to lack of availability of rubber tires and gasoline because of rationing. Therefore, the railroads had to provide the majority of freight and passenger transportation during the war years.

While The American Freedom Train after the war was a grand event, another was operated from April 1975 through December of 1976. The primary focus of this train was the celebration of America’s 200th birthday in 1976. As when the 47-49 Freedom Train ran, America had just emerged and was still recovering from national tragedies –– the Vietnam War and the Watergate scandal. Nevertheless, the Bicentennial train, pulled

mostly by restored steam locomotives, drew 7,000,000 visitors.

Like the first train, the second edition traveled through all 48 contiguous states. Wall Street commodities trader and railroad enthusiast Ross Rowland developed and solicited corporate support for the 1976 train.

The most prominent steam engine to pull the train, which pulled it further than any other, was ex-Southern Pacific 4-8-4 GS-4, numbered 4449 (its original number, built in May 1941) that was part of the Daylight fleet of passenger trains and represented one of the finest examples of steam locomotion in American railroad history.

Next year marks the 250th birthday of America. Will we see another edition of The American Freedom Train to celebrate it? Probably not. I’m not aware of any plans at all, much less on the scale of the two previous ones. One reason may be that Ross Rowland, mentioned above, passed away in July. My understanding is that he was trying to develop interest in a 2026 edition but, apparently, nothing got off the ground. Another is probably that no railroad or other funding entity is interested. That is a real shame.

The American Freedom Train photographed on December 22, 1975, traveling at 50 m.p.h. north of Bakersfield, Calif.

Photograph by Tom Gildersleeve, collection of the Center for Railroad Photography & Art.

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