RailwayAge

www.railwayage.com

Serving the railway industry since 1856

August 2009

Leaner,
meaner,
and a whole
lot cleaner
That's what Obama wants in a high speed
rail system. A global search is on
for the necessary technology PLUS

Managing
diesel engine
emissions
 Industry Indicators
TRAFFIC ORIGINATED Short line and regional traffic index
CARLOADS WEEK 28 ENDING JULY 18, 2009 Carloads Carloads %
MAJOR U.S. RAILROADS originated originated Change
By commodity 2009 2008 % Change Carloads, by commodity June ’09 June ’08
Grain 18,829 25,649 –26.6%
Farm products ex. grain 816 681 19.8% Chemicals 38,687 38,632 0.1%
Metallic Ores 4,205 8,684 –51.6% Coal 16,621 21.954 -24.3%
Coal 128,414 144,791 –11.3% Crushed stone, sand, and gravel 18,784 23,613 -20.5%
Nonmetallic minerals 4,885 6,010 –18.7% Food and kindred products 14,186 12,901 -10.0%
Grain mill products 8,283 8,622 –4.0%
Food & kindred products 7,677 8,603 –10.8% Grain 23,238 25,421 -8.6%
Primary forest products 1,774 2,352 –24.6% Grain mill products 8,584 7,682 11.7%
Lumber & wood products 2,210 3.713 –40.5% Lumber and wood products 6,865 10,993 -37.6%
Pulp, paper & other 5,918 7,305 –19.0% Metallic ores 2,924 4,278 -31.7%
Chemicals 27,269 30,639 –11.0%
Petroleum products 5,436 6,585 –17.4%
Metals and products 13,987 29,573 -52.7%
Stone, clay, and glass 7,213 9,070 –20.5% Motor vehicles and equipment 7,017 8,774 -20.0%
Coke 2,729 4,164 –34.5% Nonmetallic minerals 2,127 2,991 -26.9%
Metals & products 6,783 12,426 –45.4% Petroleum products 1,521 1,865 -18.4%
Motor vehicles & equip. 7,676 11,279 –31.9% Pulp, paper, and allied products 16,671 22,033 -24.3%
Waste & scrap 8,202 10,731 –23.6%
All other carloads 4,780 4,739 0.9% Stone, clay, and glass products 13,123 15,783 -16.9%
TOTAL cars loaded 268,553 327,197 –17.9% Trailers/containers 30,419 41,180 -26.1%
Waste and scrap materials 9,981 14,392 -30.6%
CANADIAN RAILROADS All other carloads 84,569 99,100 -14.7%
All commodities 57,810 76,473 –24.4%

MEXICAN RAILROADS
Total carloads, June: 2009 vs. 2008
All commodities 12,543 13,534 –7.3% June 2009 — 309.304
U.S. TOTAL 28 weeks: 7,337,655 • % change from 2008: –19.1% June 2008 — 381,085
CANADIAN TOTAL 28 weeks: 1,666,531 • % change from 2008: –24.0% 220,000 240,000 260,000 280,000 300,000 320,000 340,000 360,000 380,000 400,000
MEXICAN TOTAL 28 weeks: 317,670 • % change from 2008: –14.8%
NORTH AMERICAN TOTAL 28 weeks: 9,321,856 • % change from 2008:–19.9% Copyright © 2009. All rights reserved.

INTERMODAL WEEK 28 ENDING JULY 18, 2009

U.S. RAILROADS
Trailers 30,407 49,510 –38.6% Railroad employment Class I linehaul
Containers 159,134 184,006 –13.5%
Total units 189,541 233,516 –18.8% carriers, June 2009
CANADIAN RAILROADS (% change from June 2008)
Trailers 1,547 2,012 –21.8%
Containers 38,624 49,730 –22.3% Executives,
Professional and
Total units 40,198 51,742 –22.3% officials, and staff
administrative
Transportation assistants
MEXICAN RAILROADS (train and engine) 10,047 13,276
Trailers 43 39 10.3% 55,434 (—0.02%) (—3.13%)
Containers 5,322 6,758 –21.2% (—17.45%)
Total units 5,365 6,797 –21.1%
U.S. TOTAL 28 weeks: 5,182,786 • % change from 2008:–17.2% Total
CANADIAN TOTAL 28 weeks:1,121,283 • % change from 2008:–16.2% employees:
MEXICAN TOTAL 28 weeks: 133,646 • % change from2008: –22.1% 149,614
NORTH AMERICAN TOTAL 28 weeks:6,437,715 • % change from 2008:–17.1%
Estimated ton-miles (billions), U.S. Class I railroads % change
2009 2008 % Change from June
Week 289.9 28.7 34.7 –17.3% 2008:
Total Weeks 1- 28 780.4 954.1 –18.2% —8.45%
Source: Weekly Railroad Traffic, Association of American Railroads

Transportation
(other than train and
engine) Maintenance-
Maintenance of of-way and
6,856 equipment and structures
(3.46%) stores
28,619 35,382
(—0.72%)
Source: Surface Transportation Board (—3.75%)

Employment continues to slip

Rail employment fell 8.45% in June compared with year-ago
figures, according to the Surface Transportation Board,
though total employment was down just 1.27% from the pre-
vious month. As in previous months, transportation (other
than train and engine) held firm, this time gaining 3.46%.
Executives, officials, and staff assistants slid a modest
0.02%, while maintenance-of-way and structures dipped
0.72%. The three other job categories categorized by STB
showed more significant losses.

www.railwayage.com AUGUST 2009 RAILWAY AGE 1

RailwayAge ––––––– CONTENTS
AUGUST 2009

How far will

$13 billion go in
moving the United States
into the world of high
speed rail? We’re about
to find out.
page 14

Cover photo by Bombardier Transportation

News/Columns Departments
4 From the Editor 1 Industry Indicators
8 Update 6 Industry Outlook
44 Short Line/Regional 7 Market
Perspective 36 Letters
37 People
37 Meetings
37 100 Years Ago
38 Advertising Index
39 Website Directory

25 40 Professional Directory
41 Classified

Features
14 Getting America
up to speed

28 Shades of green

34 Seminar series benefits

Web customers
18 34
visit us at www.railwayage.com
Railway Age, USPS 449-130, is published monthly by the Simmons-Boardman Publishing Corporation, 345 Hudson St., 12th Fl., New York, NY 10014. Tel. (212) 620-7200; FAX (212) 633-1863. Vol. 210, No. 8.
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www.railwayage.com AUGUST 2009 RAILWAY AGE 3

 from the
editor William C. Vantuono
“Gussied-up prairie schooners”
T
hose of you who have been
involved in the high speed rail
business for a while may recall,
with acid reflux, Herb Kelleher,
the man who, with some creative legal
shenanigans, single-handedly succeeded
in killing the Texas TGV in the early
1990s. Let’s go back to Don Itzkoff’s
“High Speed Currents” column in the
July 1991 issue of Railway Age (p. 14) for
some perspective:
“[Its] emergence into the national
spotlight parallels a new, broader accep-
tance of high speed ground transporta-
tion as a significant future travel option
for Americans. But recent events in Austin
. . . teach a lesson in reality as well—that
changing the entrenched domestic, polit-
ical, economic, and institutional order to
accommodate new high speed ground
transportation systems will not be easy.
“In Texas, the opposition came from
Southwest Airlines. Southwest, which
itself was an upstart carrier when it chal-
lenged the established majors two decades
ago, tried to prevent both high speed rail
franchise applicants, Texas TGV and
FasTrac, and the Texas High Speed Rail
Authority from continuing the application
process (in part on the terms that the
Authority’s directors were improperly
staggered) and succeeded in postponing
hearings for a week. Southwest attorneys
also interposed literally hundreds of
objections to evidence introduced by
both applicants and other parties, creating
such disruptions that FasTrac moved that
Southwest be fined for abuse of process.
At the Authority’s hearing that com-
menced on March 25, a small army of
Southwest lawyers assaulted the applica-
tions of both prospective franchises on
every conceivable front.”
It gets better: “Not content to leave
the battle solely to his lawyers, Southwest
Chairman Herb Kelleher waded into the
fray, too. Kelleher derided high speed
trains as ‘gussied-up prairie schooners,’
4 RAILWAY AGE AUGUST 2009
called the concept a ‘somersault backward
into the 19th century,’ and threatened to
move Southwest’s corporate headquarters
out of the state of Texas entirely. The
Texas High Speed Rail Authority ulti-
mately rejected the arguments of Kelleher
and his lawyers, voting unanimously to
award the franchise to Texas TGV. But
Southwest drew blood through its cam-
paign of attrition, and the battle may only
be beginning.”
The airline that heaped
scorn on a high speed
project in Texas and
helped kill it isn’t going
to get the last laugh.
Kelleher proved quite shrewd. He
probably knew that, just like the TGV’s
effect on French domestic air service,
200-mph trains streaking across the Texas
prairies would send his airline, which at
that time was still a mostly regional carri-
er, crashing and burning. His tenacity
paid off for him. The Texas TGV died, as
did other high speed rail projects, such as
Florida Overland eXpress (killed by
another Texan).
It has taken nearly 20 years to over-
come the entrenched order that Don
Itzkoff so eloquently talked about in these
pages. We now have an enlightened
Administration in Washington (thank
you, Mr. President, for this month’s
“leaner-meaner-cleaner” cover line), and a
supportive Congress. It’s going to take a
lot more money than Obama’s initial $13
billion to build a high speed network in
this country, but it’s a good start, $13 bil-
lion more than we’ve ever had.
Favorable opinions on high speed rail
are coming from unexpected places.
Commenting on the state of America’s
automotive industry in the July 2009
www.railwayage.com
issue of Car & Driver Magazine, David E.
Davis Jr.—the dean of automotive jour-
nalists—said: “If I were [Obama’s] car
czar, I would strongly suggest that we can
have no national automotive policy until
we have fully comprehensive transporta-
tion and energy policies. This is serious
business. We desperately need high speed
transcontinental trains based on the
European and Japanese models, just as we
need some modern version of the old
interurban rail systems.”
I had to take off my bifocals and hold
Car & Driver up to my nose to make sure
I wasn’t imagining things, especially since
I’d gotten used to reading silly anti-pas-
senger-rail rants from (thankfully) now-
retired columnist Patrick Bedard, who
once called the New York City subway the
“electric sewer.”
Then there’s this from Association of
American Railroads President and CEO
Ed Hamberger: “America’s freight rail-
roads support the goal of increased pas-
senger rail investment. It’s good for our
economy and the environment when
more people and goods move faster by
rail.” Our privately owned freight rail net-
work, he said, “is the literal foundation
for high speed rail in America.” And of
course (and we agree): “We are critical
stakeholders that need to be engaged
from the very beginning of project plan-
ning and development. Passenger and
freight efforts to grow and expand must
complement, not compromise, one
another.”
See our special report on high speed
rail beginning on p. 14. And be sure to
attend our 16th Annual Passenger Trains
on Freight Railroads Conference, Oct.
19-20 in Washington. See pp. 22-23 for
details, or go to http://www.rail-
wayage.com/conferences/passenger-
trains-on-freight-railroads.html.
industryoutlook RailwayAge
EDITORIAL AND
Analyst survey: Pricing practices not out of line EXECUTIVE OFFICES
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the next six to twelve months, according to a new survey conducted by
New York-based investment bank Dahlman Rose & Co. The 2009 2Q ARTHUR J. McGINNIS, Jr.,
President and Chairman
Rail Shipper Survey finds railroads expecting to continue facing pricing ROBERT P. DeMARCO, Publisher
bdemarco@sbpub.com
pressure in the upcoming months. The projected increase is lower than in
WILLIAM C. VANTUONO, Editor
past quarterly surveys—3.6% was expected in the first quarter of 2009 and wvantuono@sbpub.com
3.5% in the fourth quarter of 2008. Survey respondents were U.S. compa- Managing Editor: Douglas John Bowen
dbowen@sbpub.com
nies that use rail to transport a range of materials, including metals, petro- Senior Editorial Consultant: Luther S. Miller
leum, and chemicals, as well as building, consumer, and paper products, Contributing Editors: Alex Binkley,
Roy H. Blanchard, Greg Gormick,
said Dahlman Rose Director of Rail, Trucking, and Air Freight Research Lawrence H Kaufman, Anthony D.
Kruglinski, Ron Lindsey, William D.
and Railway Age Contributing Editor Jason H. Seidl (pictured): “Although the near-term out- Middleton, Jason H. Seidl
look remains bleak for railroads, shippers expect their businesses to pick up and grow 4% on aver- Corporate Art Director: Wendy Williams
age across multiple industries in the next year. The results show that agricultural products, metals, Associate Art Director: Phil Desiere
and petroleum products are leading the way for best anticipated growth; chemicals, building Corporate Production Director:
Mary Conyers-Brown
products, and consumer products expect lower growth. The results bode well for the railroads Marketing Director: Peter Sexton
and the broader market in the long term. It is clear from our survey that pricing pressure exists in Conference Director: Jane Poterala
the marketplace. However, if shipper optimism for business growth turns out to be well-founded, Circulation Director: Maureen Cooney

this could relieve the pressure. The survey also indicates that a majority of shippers do not plan to WESTERN OFFICES
file any rate action against a railroad during the next 12 months. The results, compared to last 20 South Clark Street, Suite 2450,
Chicago, IL 60603
quarter’s, suggest that shippers believe that current pricing practices are not out of line.” 312/683-0130 ; Fax: 312/683-0131
E-mail: tjudge@sbpub-chicago.com
GEORGE SOKULSKI, Associate Publisher
FRA issues PTC Notice of Proposed Rulemaking Engineering Editor: Tom Judge
Editorial Assistant: Wanda Welty
The Federal Railroad Administration last month announced proposed rules designed to prevent
INTERNATIONAL OFFICES
train-to-train collisions through the use of Positive Train Control (PTC). The Notice of Proposed 46 Killigrew Street
Rulemaking (NPRM) prescribes how railroads must use PTC systems. FRA noted that, under Falmouth, Cornwall TR11 3PP, United Kingdom
the Rail Safety Improvement Act of 2008, major freight railroads and intercity and regional rail Telephone: 011-44-1326-313945
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tion and speed of passenger and freight trains moving along rail lines. lished under its present name since 1876, is indexed by the
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vice. Name registered in U.S. Patent Office and Trade Mark
NS’s Moorman: PPPs create capacity Office in Canada. Now indexed in ABI/Inform.
Change of address should reach us six weeks in advance
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Norfolk Southern CEO Wick Moorman described to the National Gover- address label to Subscription Department, Railway Age,
P.O. Box 10, Omaha, NE 68101-0010, or call toll free 1-800-
nors Association last month how public-private partnerships “can create 895-4389. Post Office will not forward copies unless you
additional capacity in our rail transportation network, with public benefits provide extra postage.
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of jobs creation, less highway congestion, lower environmental emissions, by the copyright owner for the libraries and others regis-
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each article. Payment should be sent directly to CCC. Copy-
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Railway Age welcomes the submission of unsolicited
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not be responsible for safekeeping or return of such materi-
million trucks a year off the highways and onto rails, saving more than 150 million gallons of fuel al. Member of:
annually as well as reducing carbon emissions by nearly two million tons a year.” It will take more
strategic initiatives like these, Moorman said, to prepare the railroads to handle their share of
freight volumes that transportation economists predict will grow 86% by 2035. “Our nation’s
transportation network is a complex, interdependent system that demands our combined creative
efforts to operate it most efficiently,” Moorman said. “Our experience at Norfolk Southern has
shown that by working together in public-private partnerships, we can achieve far more in far less
time and with far greater public benefits than any of us can by working alone.” SIMMONS-BOARDMAN
SBP PUBLISHING CORPORATION

6 RAILWAY AGE AUGUST 2009 www.railwayage.com


market
North America
Amtrak: Selected engineering, architec-
ture, and planning firm TKDA to pro-
vide design services for the new Cascades
maintenance building, warehouse, and
administrative and health/welfare build-
ing at the King Street coach yard in Seat-
tle, Wash. The King Street facility servic-
es Amtrak’s long distance Empire Builder
passenger trains and Sound Transit
regional trains. Before Amtrak, the
Empire Builder was operated by the
Great Northern Railway (now part of
BNSF), which TKDA’s founders helped
construct more than 100 years ago.
Commonwealth Railway (Suffolk, Va.):
Will be incorporating RailComm’s Track
Warrant Control functionality into its
existing Domain Operations Controller
System (DOC®). Commonwealth has
dispatched trains within CTC territory
by accessing RailComm’s web-enabled
Software-as-a-Service (SaaS) “pay-as-you-
go” delivery model, eliminating capital
equipment procurement constraints.
Through SaaS, Commonwealth Railway
is remotely dispatched by parent Genesee
& Wyoming’s Portland & Western Rail-
road, Salem, Ore.
Dallas Area Rapid Transit: Awarded a
contract to Parsons Brinckerhoff to pro-
vide engineering design services for a
RUSSIAN CARBUILDER TAPS U.S. DESIGNER
Starfire Engineering & Technologies, Inc. has provided designs for three freight cars to Tikhvin
Railway Car Building for use in Russia and Eastern Europe. Starfire has designed a covered hop-
per, container flat (pictured), and gondola to date.To build these cars,Tikhvin has established an
$800 million, 728,000-square-foot manufacturing facility on a former Transmash site 125 miles
east of St. Petersburg, Russia. Developed by ICT Group, the facility employs 3,500 people. Freight
car series production is scheduled to begin in 2010, with an annual capacity of 10,000 cars.The
first cars to be completed are Type 12-9761 76.5-ton bottom-discharge open hoppers.Tikhvin says
similar cars account for about 40% of the Russian fleet; around half of these are scheduled for
replacement.Tikhvin will also produce heavy castings for contract customers, and a wheel plant
with an annual capacity of 50,000 wheelsets is planned.
design-build expansion of DART’s Blue The contract is the third ASTS USA has
Line light rail system. PB is a subcontrac- received in recent years from Metro-
tor to Austin Bridge & Road LP, the North to replace the railroad’s relay-
project’s lead. The extension runs 4.5 based signaling control system with the
miles from DART’s existing Downtown microprocessor-based MicroLok II® con-
Dallas Garland station to a new Down- trol system, interconnected over a
town Rowlett station. Revenue service is fiberoptic communications network.
scheduled for December 2012.
State of Wisconsin: Will purchase two
MTA Metro-North Railroad: Awarded a 14-car, 420-passenger trainsets from Las
contract to London-based DeltaRail Rozas, Spain-based Patentes Talgo S.A.
Group Ltd. to supply the WheelChex® for Amtrak’s Hiawatha between Milwau-
wheel impact load measuring system, kee and Chicago. The agreement
which is being installed in the four-track includes an option to buy two more
Park Avenue Tunnel serving Grand Cen- trainsets if the state gets federal stimulus
tral Terminal in New York City. M-N money to extend rail service from Mil-
also awarded Ansaldo STS USA an $8.7 waukee to Madison. Talgo will perform
million contract to design and furnish final assembly at facilities to be built in
38 pre-wired signal houses and cases for Wisconsin. Amtrak currently operates
a portion of Metro-North’s New Haven Talgo equipment on its Cascades service
Line, spanning 17 miles, from Wood- in the Pacific Northwest; Talgo sub-
lawn, N.Y., to Riverside, Conn. sidiary Talgo, Inc., is based in Seattle.
www.railwayage.com AUGUST 2009 RAILWAY AGE 7
Update
Second-quarter financials
Have we reached the bottom?
Of like mind (left to right): CN’s Hunter Harrison, CSX’s Michael Ward, BNSF’s Matt Rose, and Union Pacific’s Jim Young,
though cautious, believe freight rail traffic volumes may have hit their recessionary lows. They and other railroad executives
don’t forecast a quick turnaround, however, and note they’ll continue to implement cost control measures.
I
ncreasing numbers of Wall Street analysts seem to have redis-
covered Class I railroads, or at least their collective freight
traffic, as a leading economic indicator (though some, such as
Dahlman Rose & Co. director Jason Seidl, also Contributing
Editor to Railway Age, staked out the terrain long ago). Some
of those analysts insist the industry hasn’t yet hit its low. Though
cautious, Class I railroad executives largely think differently.
On July 20, Canadian National Chairman, President, and
CEO E. Hunter Harrison, commenting on CN’s earnings, stat-
ed, “I think we’ve seen the bottom.” CN reported second-quar-
ter profit fell 16%, with net income at C$387 million (US$350
million), or 82 Canadian cents per diluted share, compared with
C$459 million, or 95 Canadian cents per diluted share, in the
comparable 2008 quarter. Operating income fell 18% to C$583
million. Its revenue declined 15% to C$1.8 billion (US$1.6 bil-
lion). But operating expenses fell 14% due to cost-containment
measures and a “significant reduction” in fuel prices compared
with the comparable quarter, CN said. CN's operating ratio
increased by one percentage point to 67.3%.
Said Harrison, “The second quarter of 2009 saw a continua-
tion of significant weakness in most of our commodity groups as
a result of the current recession in North America and difficult
global economic conditions, with all groups but coal registering
double-digit declines in carloadings.”
On July 14, CSX led off the earnings reports, noting a sec-
ond-quarter earnings decline of 20% that nonetheless beat Wall
Street consensus estimates, as the company announced earnings
8 RAILWAY AGE AUGUST 2009 www.railwayage.com
of $308 million, or 78 cents per share, compared with $385 mil-
lion, or 93 cents a share, in the second quarter of 2008. Revenue
fell 25% to $2.19 billion. Earnings beat the consensus estimate
of 62 to 64 cents per share. “While the economy continues to
significantly impact our business, there are some signs that we
may be seeing the bottom in many markets,” said CSX Chair-
man, President, and CEO Michael J. Ward, presaging Harrison’s
similar observation six days later.
Union Pacific Corp. July 23 said its second-quarter profit was
better than expected despite lower freight volumes and revenue.
CEO Jim Young noted, “Although we expect it will be some
time before the economy recovers, it appears that volume levels
may have hit the bottom as the economy seems to have stabi-
lized.” UP’s net income of $468 million, or 92 cents per share,
was down 12% from the second quarter of 2008, when it
notched $531 million, or $1.02 per share. Excluding a one-time
benefit from a $72 million land sale, UP reported earnings per
share of 78 cents, better than the consensus estimate of 74 cents
anticipated by Wall Street. Quarterly revenue fell to $3.30 billion
from $4.57 billion in the comparable 2008 period; analysts had
expected $3.38 billion. Freight volume fell 22%.
Crediting cost control measures and lower fuel prices, BNSF
the same day reported that second-quarter earnings rose to $404
million, or $1.18 per diluted share, compared with second-quar-
ter 2008 earnings of $350 million, or $1.00 per diluted share.
The 2008 earnings figures included a 31 cent per-share charge
related to environmental matters in Montana. Earnings results
soundly surpassed analyst earnings-per-share expecta-
tions of $1.00. BNSF said operating expenses for the
quarter declined $1.25 billion, or 33%, to $2.52 bil-
lion, compared with second-quarter 2008 operating
expenses of $3.76 billion. Freight revenue fell $1.13
billion, or 26%, to $3.22 billion in the quarter com-
pared with $4.35 billion a year ago. BNSF attributed
the decline in part to a decrease in fuel surcharges of
about $600 million.
Said BNSF Chairman, President, and Chief Exec-
utive Officer Matthew K. Rose, “We are beginning
to see BNSF’s volumes stabilize in our more eco-
nomically sensitive businesses, and because of our
continued focus on productivity combined with our
long-term market opportunities, we are well posi-
tioned to benefit when the economy recovers.”
Norfolk Southern July 28 reported second-quar-
ter net income of $247 million, or 66 cents per dilut-
ed share, compared with $453 million, or $1.18 per
diluted share, for the second quarter of 2008. That
exceeded by two cents per share analyst EPS esti-
mates of 64 cents, though after the report analysts
noted the outcome was boosted by a one-time mea-
sure. Analysts also praised NS’s cost control mea-
sures, noting operating expenses for the quarter were
$1.4 billion, down 29% from the same period a year
ago. Norfolk Southern’s operating ratio was 74.8%,
up from 71.1% during the second-quarter of 2008.
Operating revenue was $1.9 billion, down 33%.
Said NS CEO Wick Moorman, “[T]he measures
we are taking to control expenses while maintaining
our industry-leading service levels have enabled us to
post solid second-quarter results, while at the same
time we continue to invest in projects that position us
for the eventual economic recovery.”
On July 30 both Kansas City Southern and Cana-
dian Pacific reported, with different results. KCS
reported second-quarter net income declined more
than 86% to $6.7 million, 7 cents per share, com-
pared with $50.5 million, or 56 cents a share, in the
second quarter of 2008. That fell short of Wall Street
analyst projections of 8 cents a share. CP, crediting a
one-time gain from the sale of a share of the Detroit
River Tunnel Partnership, saw quarterly net profit
rise to C$157.3 million ($145 million), or 93 Cana-
dian cents a share, compared with C$154.7 million,
or C$1, in the comparable 2008 quarter.
www.railwayage.com
SupplyBriefs
EMD
California’s Department of Trans-
portation last month dedicated an
F59PHI locomotive, originally
built by EMD in 2001, as part of
its Amtrak California service
“green” fleet. EMD has installed
its 710ECO™Repower upgrade
package with the latest micro-
processor-controlled locomotive
engine technology for lower emis-
sions, increased fuel economy,
greater reliability, and predictable
maintenance costs.The upgraded
locomotive will now achieve EPA
Tier 2 emissions performance,
two levels cleaner than required
for this model, Caltrans said.
BOMBARDIER
Toronto Transit Commission has
finalized its C$851million (US$735
million) deal with Bombardier
Transportation for 204 100% low-
floor Flexity streetcars.The cars
will be delivered beginning in
2012 through 2018, with final
assembly taking place at Bom-
bardier’s facility in Thunder Bay,
Ontario.The agreement allows for
an additional 400 vehicles to be
ordered later as part of Toronto’s
“Transit City Plan” to expand the
streetcar system with nearly 75
miles of new routes. Overall, the
contract represents the largest
single order ever for light rail
vehicles worldwide, Bombardier
says. In the U.S., Phoenix has
awarded contracts worth $255
million to Bombardier for the
AUGUST 2009
design, supply, operation, and
maintenance of an INOVIA auto-
mated people mover (APM) at Sky
Harbor International Airport. A
design-build contract is valued at
$186 million; under a separate,
$69 million contract, Bombardier
will operate and maintain the 2.2-
mile PHX Sky Train for 10 years
following its scheduled comple-
tion in 2012. "This is the largest
new-start APM contract in North
America in a decade, and we are
confident it will serve as the
model for other cities and air-
ports seeking modern transit solu-
tion," said Michael Fetsko, vice
president APM, Systems Division,
Bombardier Transportation.
RAILCOMM
RailComm will provide a wireless
remote control yard system at
CSX’s Osborn Yard in Louisville,
Ky. RailComm’s Domain Operations
Controller (DOC®) system will
offer remote control to several
GETS HydraSwitch machines.
DOC® will be configured to control
all switches individually as well
as provide eNtrance eXit (NX)
routing functionality.
L.B. FOSTER
L.B. Foster Co. is supplying transit
rail and associated products for
CTA's Dearborn Subway Project
under a $6.5 million contract,
delivering 80-foot rail sections,
direct fixation fasteners, insulat-
ed joints, and rail insulators.
RAILWAY AGE 9
 Update
Transit:
Marketing does matter

A Metro-North Hudson Line train plies the rails on its way to both old and
new Yankee Stadiums (top center), but the railroad now also uses the wye
to deliver riders to and from the new ballpark from both the Harlem and
New Haven lines, as well, bypassing traditional endpoint Grand Central
Terminal.

alk to U.S. passenger rail advocates about the best regional railroad

T “brands,” and two names pop up as exemplars of marrying marketing to

performance: Chicago’s Metra, and New York’s Metro-North.
Says Metra Marketing Director Jim Bonistalli, “You can have the best mar-
keting program, but if the train is late, it doesn’t matter.” Says Metro-North
President Howard Permut, “The centerpiece of all our marketing discussions
has always been how to get more customers on a train.”
That’s not a matter of simple addition. Both Metra and Metro-North have
to constantly cope with ridership turnover, as established riders move out of
their service area or, more recently, lose their jobs. “Ridership turns over every
year; we probably turn 15% to 18% of our customer base over every year,” Bon-
istalli notes. “We’re constantly building from an eroding customer base.”
Both railroads for years have pursued a broader service reach. Permut points
to Metro-North’s early discovery in the 1980s of life beyond Grand Central
Terminal “Once we figured where those ‘other’ riders were going, we decided
to take some chances; we said, ‘Let’s add some trains to Stamford (Conn.), to
White Plains, and fill empty seats on deadhead runs.’” In so doing, Metro-
North took a radical step: It was willing, almost eager, to tinker with operations
dramatically “because we had a marketing opportunity,” Permut says. Middle
management was encouraged to take chances. “If you’re right, you keep going;
if you’re wrong, you make a change.”
Metra’s Bonistalli concurs. “Our primary customer is the traditional work
trip to the Chicago CBD. [But] even if ridership there is only stable, we’ll see
growth through non-traditional sources. The recreational market is a growing
market for us, and we’ve sold the experience of a train ride.” Here, Metra lever-
ages marketing tools liberally. “The existing summer program we have person-
alizes the trip, which helps make it a seamless trip.” Via Metra’s website, poten-
tial customers can access connecting services, event planners, and walking
tours. “On average, we’re receiving 1,000 requests a week, so we’re tapping
into people who aren’t the traditional users of the system,” Bonistalli says.
Metra also welcomed bikes on trains beginning in 2006. “Though we are lim-
ited to some degree, we do tout that on our website and our public train sched-
ules: which trains carry bikes and the number they will carry,” Bonistalli says.
And Metra employs direct response programs, and a new residents program

10 RAILWAY AGE AUGUST 2009 www.railwayage.com

schooling potential new customers on Metra’s offerings, in con-
junction with realtors, which Bonistalli says operates “as a quasi-
sales force for us” in areas Metra serves.
Permut says Metro-North unashamedly tests “other people’s
good ideas,” including one from Virginia Railway Express, and a
valet parking service option developed in southern California.
But the railroad isn’t simply a follower. Touting “brand new”
handheld ticketing machines Metro-North conductors now
carry on board, Permut says, “We’re the only railroad in Ameri-
ca, I believe, that has done away with duplexes, in cooperation
with our unions—they helped design it—and it was done in-
house by our information technology people. The marketing
angle to all this is twofold: People can read their receipts.” The
technology gives Metro-North a quick, exact report of ticket
sales each day, allowing it to see where customers are going and,
perhaps, where they might wish to go.
In Chicagoland, Metra struck gold with potential weekend
riders in spectacular fashion, generating marketing buzz nation-
wide: “A $5 weekend pass, an unlimited ride pass, that we put in
place in 1992,” Bonistalli says. He adds pointedly, “We still have
it at the same price. It helps grow recreational ridership, and it’s
tied to our family program, where kids 11 and under ride free.”
Indeed, the program’s success has come at a price; capacity is
decreasing as demand increases. Metra is willing to accept that,
Bonistalli says, because “we become part of their transportation
thought process, an option. We’ve broken down some of those
mindsets that the train is only to and from work.” But those rid-
ers often require more; Metra’s summer package “promotes
CTA connecting services” required for specific events. Joint
CTA/Metra brochures are also a staple marketing tool, says
www.railwayage.com
Bonistalli. Other Metra partners include PACE, which provides
bus and paratransit service to six Chicagoland counties (includ-
ing its namesake county). “It’s a significant market; the revenue
generated now is a real factor,” he says.
A better marketing mindset is important within the rail ranks
themselves, Permut says. Metro-North’s latest effort in this
regard: Rail service for New York Yankees games via the new
Yankee Stadium Station, which opened in May. The railroad
could have just stopped existing trains previously bypassing the
site on its Hudson Line. It opted instead to provide direct ser-
vice to the new station on game days from the Harlem and New
Haven lines, as well, via the wye at Mott Haven Junction in the
Bronx (see photo). The change in operations was challenging
enough; Permut notes that while the railroad can plan its extra
service to coincide with a targeted ballgame start, “after the
game, there’s no schedule,” and departing trains enter the
Metro-North system jockeying for position with regularly sched-
uled consists—in traditional terms, an operational headache.
Customer service and marketing emphasis make the pains
worth it, Permut says. “We are carrying 10% of people going to
the game, and we think it will continue to grow.”
Metra’s recent new starts also “have been a success from a
marketing standpoint,” Bonistalli says. With service linking
Union Station to O’Hare International Airport, and extension of
the Union Pacific line from Geneva to Auburn, for example,
Metra’s service reach has expanded; it’s touted that vigorously.
For both Metra and Metro-North, the goals change as the
playing conditions do, save one: making sure the riding cus-
tomer gets the value of the service each railroad markets.
—Douglas John Bowen
AUGUST 2009 RAILWAY AGE 11
Update
The Russians are moving, the Russians are moving—fast!
With an international corps of
reporters aboard, Russia’s new,
Siemens Transportation Systems-built
high speed train, the EVS1 Sapsan
(top, in tow), made a demonstration
run between Moscow and St. Peters-
burg on July 30 at a top speed of 155
mph.
In regular service, the EVS1 Sap-
san, an electric train of the Velaro RUS
series, will cut travel time between the
two cities to 3 hours 45 minutes. Cur-
rently the fastest train travel time is 4
hours 30 minutes (bottom, with older
equipment). The average time for air
travel from Moscow to St. Petersburg
(including trips to and from the air-
port, flight registration, and flying
time) is at least 5 hours.
“The involvement of Russian scientists and spe-
cialists in the Sapsan production project provides a
good impetus to the introduction of cutting-edge,
innovative technology to Russian industry,” said
Russian Railways President Vladimir Yakunin. He
said that foreign producers have declared their will-
ingness to shift train production to Russia if orders
for trains are increased.
Sapsan is Russian for “Peregrine Falcon.”

12 RAILWAY AGE AUGUST 2009 www.railwayage.com

Portec sees positive signs
in challenging quarter
Portec Rail Products, Inc., has reported reduced revenues and
earnings for both the second quarter and the first half of 2009,
but President and Chief Executive Officer Richard J. Jarosinski
said he was “pleased with our overall performance in what con-
tinues to be a tough economic climate.” He said demand has
come from “a wide range of freight and transit customers, who
find value in our ability to significantly reduce their operating
expenses. Our friction management product group continues to
lead our performance with significant growth in the current
quarter and year-to-date periods. Despite a challenging econom-
ic environment, we are satisfied with the performance of our
track component and wayside data management groups.”
Portec reported net income of $2.2 million or $0.23 per
share for the three months ended June 30, 2009, and $3.3 mil-
lion or $0.35 per share for the six months ended June 30, 2009.
These compare to unaudited net income of $2.4 million or
$0.25 per share, and $3.8 million or $0.39 per share, for the
three and six months ended June 30, 2008, respectively. Average
basic and diluted shares outstanding were 9.6 million for all peri-
ods presented. Net sales for the three and six months ended June
30, 2009 were $26.5 million and $48.7 million, respectively,
while net sales for the three and six months ended June 30, 2008
were $30.2 million and $55.0 million, respectively.
ARRA funds for transit security
On July 29, the Department of Homeland Security awarded
nearly $78 million in American Recovery and Reinvestment Act
Transit Security Grant Program funding for approximately 240
new law enforcement officers at 15 U.S. transit systems. In addi-
tion to hiring new officers, police departments with dedicated
transit bureaus will hire anti-terrorism personnel, purchase anti-
terrorism equipment, and obtain and train explosive-detecting
canines. The following agencies will receive the funding:
• Amtrak: $6,343,500
• Washington Metropolitan Area Transit Authority
(WMATA): $9,650,064.
• Metropolitan Atlanta Rapid Transit Authority (MARTA):
$685,980.
• Chicago Transit Authority (CTA) for Chicago Police
Department: $4,869,000.
• Northeast Illinois Commuter Railroad Corporation
(Metra): $1,670,988.
• Metro Transit (Twin Cities): $1,328,700.
• Niagara Frontier Transportation Authority (NFTA, Buffa-
lo): $2,234,070.
• New York Metropolitan Transportation Authority (for
NYPD): $35,904,000.
• Greater Cleveland Regional Transit Authority (GCRTA):
$1,396,830.
• Delaware River Port Authority (DRPA): $2,085,000.
• Southeastern Pennsylvania Transportation Authority
(SEPTA): $4,458,870.
• Puerto Rico Department of Transportation & Public
Works: $965,193.
• Dallas Area Rapid Transit (DART): $1,362,690.
• Houston Metro: $3,040,560.
• King County (Wash.) Department of Transportation:
$1,906,530.
www.railwayage.com
Transit Briefs
AMTRAK
IBM signed a new five-year information technology (IT) agreement with
Amtrak to provide data center services including mainframe, mid-range
server, security services, asset management and desktop support ser-
vices for 10,000 workstations nationwide.The contract continues a
relationship dating back to 1994. IBM services include support of the
infrastructure for Amtrak’s reservation system as well as the corpora-
tion’s entire computing infrastructure.“IBM’s strong record of delivery
excellence for Amtrak has allowed them to reduce operational costs and
increase productivity while focusing on their core business and cus-
tomers,” said IBM Global Technology Services Vice President,Travel and
Transportation Industry Steve Welsh.
NEW YORK MTA
New York’s MTA has released both its 2010 Preliminary Budget and pro-
posed Four-Year Financial Plan for 2010-2013.The MTA Board will not
consider a final budget until December, but MTA says the release allows
for an extended period of public discussion about the MTA's finances
and budget proposals.The 2010 budget, as released, includes no service
cuts or fare increases beyond those already planned, MTA said, adding
that projected cash balances were $29 million in 2009, $39 million in
2010, and $1 million in 2011.“Manageable” deficits are projected for
2012 and 2013. MTA also cited “significant” spending restraints con-
tributing to save $64 million in 2010.These savings grow to $279 million
by 2013.The financial plan anticipates a continued falloff in real estate
tax revenue and ridership due to recession. It also includes the 2009
Mid-Year Forecast, which reflects changes from the February 2009 plan
resulting from the passage of legislation to stabilize the MTA's short-
term finances. The plan includes a 7.5% fare increase in both 2011 and
2013.
MTA METRO-NORTH RAILROAD
MTA Metro-North Railroad has awarded a $7.9 million contract to
Progress Rail Services to overhaul six 3,000-hp F40PH locomotives in use
on its West of Hudson service (NJ Transit’s Port Jervis and Pascack Val-
ley lines). Both lines originate at NJT’S Hoboken Terminal and are operat-
ed by NJT. Work will be performed at Progress Rail Services’ Mayfield,
Ky., facility. The overhaul includes rebuilt main diesel engines and main
and auxiliary generators, and new HEP generator sets for passenger
coach lighting, heating and air conditioning. Planned engine modifications
will meet the January 2010 EPA emission requirements for newly reman-
ufactured engines to reduce PM (particulate matter) and NOx (nitrogen
oxide) emissions. Progress Rail Services will also replace the locomo-
tives’ 1,800 gallon fuel tanks with 2,500 gallon tanks to reduce the
amount of time they need to be out of service for fueling at Hoboken
Terminal. Completion is set for December 2011.The contract has a $2.6
million option to overhaul two additional F40 locomotives by June 2012.
Metro-North’s West of Hudson locomotive fleet consists of 15 units—
eight F40PHs and seven GP40s.The latter were overhauled by the
MotivePower Division of Wabtec, Boise, Idaho, between 2006 and July
2008 at a cost of $8.1 million.
SOUTHERN CALIFORNIA REGIONAL RAIL AUTH.
Southern California Regional Rail Authority (Metrolink) has awarded a
three-year, $20 million contract to RailPros, Inc. for on-call project man-
agement, construction management, and staff augmentation services.
RailPros will provide services for such projects as Positive Train Control,
the Orange County Service Expansion Program, the Perris Valley Line,
and Maintenance-of-Way Information Systems.
AUGUST 2009 RAILWAY AGE 13
 SPECIAL REPORT ON HIGH SPEED RAIL
Getting America
up to speed
THE UNITED STATES BOASTS THE WORLD’S MOST EFFICIENT FREIGHT RAIL
system—privately operated, privately built and maintained, and produc-
ing profits, even in the gloom of recession.
The U.S. is also home to a ragged passenger train system, pub-
licly and penuriously funded, that is viewed even by some of its
devoted friends as more third-world than world-class.
Now, after many a false start, it appears that radical change is
coming to the passenger scene. A milestone initiative launched early
this year by the Obama Administration—and just getting up to speed,
administratively—is designed to begin the process of moving the
U.S. into the expanding universe of high speed passenger rail.
What Americans can now aspire to, over the long term, is what
much of Europe and Asia have already grown accustomed to—fleets
of futuristic trains speeding between major cities at 186 mph to 214
mph and capturing markets long controlled by air carriers.
What Americans are likely to get, for the short term, is “high
speed” in a relative sense: the current working definition encompass-
es 100- to 110-mph trains that would be a huge advance in much of
the country where the top speed is often 79 mph. Call it “incremen-
tal high speed”—an approach that Railway Age Editor William C. Van-
14 RAILWAY AGE AUGUST 2009 www.railwayage.com
How far will $13 billion go in
moving the United States into the
world of high speed rail?
We’re about to find out.
tuono has vigorously promoted for the past 18 years, in the pages of
this magazine as well as in annual, sold-out conferences on the sub-
ject that he conducts annually in Washington D.C. It’s a realistic view
of what appears to be immediately possible with the $13 billion
offered by the Administration.
The Obama plan is a strong start, and it may well trigger
public/private partnerships that will generate many more billions. But
for now, what $13 billion will pay for is resignaled and upgraded
track in a limited number of existing corridors, for incrementally
faster service, as well as preliminary work on such visionary projects
as a planned California system that all by itself will consume an esti-
mated $44 billion.
In the pages that follow, International Railway Journal Editor-in-
Chief David Briginshaw fills you in on the world picture; Railway Age
Managing Editor Douglas John Bowen describes the scramble among
the states for a piece of the starter money; IRJ Associate Editor
Keith Barrow describes one of the latest examples of high speed
technology; and Engineering Editor Tom Judge outlines what incre-
mental high speed improvements could cost.
—Luther S. Miller, Senior Editorial Consultant
Time to climb on board
By David Briginshaw, French TGV and a decade later by the no flights anymore between Paris and
Editor-in-Chief, International ICE in Germany. This century has seen a Brussels, and Air France has suspended
Railway Journal complete reversal of attitudes to rail by flights between Paris and a number of
the public and politicians, which now French cities. Rail now has 90% of the

T
he current surge of interest in high regard rail as the mode with the brightest Paris-Lyon market and 70% of the Paris-
speed rail has taken a long time to future because of its green credentials Bordeaux market. Air France has become
gather momentum since the world’s and its ability to help solve congestion so worried about the onslaught from rail
first dedicated high speed railway, the problems. on its short-haul routes that it is planning
Tokaido Shinkansen, opened in Japan in But it is not simply the appeal of high to become a high speed rail operator
1964. Today, a real network is rapidly speed rail that is winning people over.
emerging in Europe, currently involving The investment required is too great for
seven countries but with several more that to be the case and relatively poor
waiting in the wings. In Asia, Japan has countries like Morocco and Turkey could
expanded its network to around 1,500 not afford to build high speed lines on
miles, Korea has built its first line, and these grounds alone. It is the proven abil-
China is well on the way to having the ity of high speed rail to get people to
world’s largest high speed network. switch from road and air to rail.
All the countries that have built high High speed rail is dealing a real blow
speed railways so far, already had well- to airlines in Europe. There are virtually
developed national passenger
rail services. But now high
speed development is shifting High speed around the world
to countries with only rudi- In operation Under construction Planned Maximum speed
mentary or even no long-dis- (miles) (mph)
tance passenger rail. These (km/h)
include Saudi Arabia, Europe 3,649 1,989 5,283 218 350
Argentina, and Brazil. Turkey 128 335 1,042 155 250
What is driving this trend? Japan 1,524 367 362 186 300
China Mainland 2,940* 2,067 3,146 218 350
There are several factors. The
China Taiwan 214 186 300
image of a Japanese Bullet Korea 205 51 186 300
train streaking past Mount India 1,646 Undecided
Fuji quickly became a symbol Iran 308 155 250
of modernity in the 1960s, Saudi Arabia 342 186 300
and helped to change public Morocco 423 186 300
perception of rail transporta- U.S. 225 802 150 240
tion as an outmoded relic of Argentina 441 200 320
the steam age. This was rein- Brazil 310 186 300
* Includes lines opening later this year or early in 2010
forced in the 1980s by the

www.railwayage.com AUGUST 2009 RAILWAY AGE 15

 SPECIAL REPORT ON HIGH SPEED RAIL

when the European market opens up to competition at the end

of this year.
French National Railways (SNCF) used to regard a three-
hour journey time as the upper limit for rail to compete effec-
tively with air. But a rail trip time of four hours or even longer
is now sufficient to get airline passengers to switch to rail. This
is because of increased congestion at airports, the additional
time it takes to pass through airport security measures, and poor
reliability, which have all combined to make air travel less attrac-
tive. Conversely, passengers appreciate the uninterrupted nature
of rail travel downtown-to-downtown, because it allows them
to use their travel time more effectively and less stressfully than
flying or driving permits.
Rail’s environmental credentials are second to none. Accord-
ing to the International Union of Railways (UIC), traveling by
rail is on average three to 10 times less CO2 intensive compared
with road or air transportation, and two to five times more
energy efficient. Strategically, an electrified railway is the only
form of land transportation that can be powered by any fuel,
something that politicians need to take seriously.
Technical advances are allowing high speed trains to travel
faster without generating more noise or CO2 emissions, and
without increasing energy consumption. A few years ago, 186
mph was regarded as the upper limit for economical operation
of high speed trains. Indeed, SNCF did not think it desirable or
economically viable to run trains faster than this. But reductions
in train weight, improved aerodynamics, and the introduction
of more compact and more efficient traction equipment (see
IRJ Associate Editor Keith Barrow’s story on the AGV, p. 21)
has made it viable to increase the operating speed to 200 mph
in France, and now 218 mph in China and Spain.
Higher operating speeds are also extending the reach of high
speed rail. For example, the 820-mile high speed line now
under construction from Beijing to Shanghai will have a maxi-
mum speed of 218 mph.
One thing is clear as far as the infrastructure is concerned: If
the decision is made to build a high speed line, then it must be
built to the highest and most modern standards. A railroad built
today will probably still be in operation 150 years from now. So
ideally, it should be engineered for 250 mph operation.
What exactly do we mean by high speed rail? The baseline is

16 RAILWAY AGE AUGUST 2009 www.railwayage.com

normally regarded as 125 mph. Up to
this speed, conventional rail technology is
perfectly adequate, though in the U.S. it
will need to be supplemented with Posi-
tive Train Control on corridors shared
with freight trains. But to operate trains
above 125 mph demands special mea-
sures. For example, electric traction
becomes mandatory because diesel tech-
nology has not evolved beyond 125 mph
operation. Some form of cab signaling is
necessary. The trains themselves need to
be built to higher standards, with special
attention being paid to reducing noise
both inside and outside the train,
strengthening the suspension and braking
systems, and at the same time reducing
the axle load. In Europe, an 18.7-ton
axle load has become the norm, but
Alstom’s new AGV will improve on this.
The Japanese 700-Series trains have a
12.5-ton axle load. A low axle load is
vital to minimize energy consumption
and reduce the impact on the track of
high speed operation.
Why build a high speed line, when
surely it would be cheaper to upgrade an
existing line and get most of the benefits?
Unfortunately, the answer is not that
simple. The first question that needs to
be asked is, what should the journey time
be to offer a commercially-attractive ser-
vice between the cities that need to be
connected by rail? German Rail (DB) has
a good rule of thumb: The train needs to
half as fast as the airplane but twice as fast
as the automobile. The desired journey
for a given distance will determine the
maximum speed, which can then be used
to decide whether upgrading is sufficient
or new construction is required.
However, the the cost of upgrading
an existing line can be frighteningly
expensive, and unlikely to solve capacity
problems unless a lot of extra tracks are
laid in the process. Indeed, upgrading
could reduce capacity on a mixed-traffic
line. Widening the gap between the slow-
est and fastest trains eats up capacity, and
requires highly-disciplined traffic control
to manage trains efficiently.
So, America, what are you waiting for?
Rekindle that pioneering spirit, take
advantage of the political window of
opportunity that has opened, and start
building. Whether it is incremental
improvements or dedicated high speed, it
will be long overdue.
www.railwayage.com AUGUST 2009 RAILWAY AGE 17
 SPECIAL REPORT ON HIGH SPEED RAIL

Pent-up
demand?
An under-
statement!
The Federal Railroad

Handicapping U.S.
Administration has
received 278 pre-applica-
tions for high speed rail

high speed rail

grant funding totaling
$102 billion. “The
response has been
tremendous and shows
that the country is ready
for high speed rail,” Sec- By Douglas John Bowen, AECOM, have beefed up staff in similar fash-
retary of Transportation Managing Editor ion.
But where will the players play? The

T
Ray LaHood said.
The desire to invest he railroad supply community already has Administration says its geographic choices for
outstrips current fiscal voted: It sees a huge potential business HSR will be made on merit, not politics, but
market being generated by the Obama even polite skeptics note it’s possible to satisfy
ability, since the pre-
Administration’s $8 billion “down payment” the first criterion while not slighting the poten-
applications’ fiscal
to finally get U.S. high speed rail moving—“or tial political payback. Few industry voices will
requests far exceed the
moving again,” one industry observer notes go on record predicting the rise of one U.S.
$8 billion coming from cautiously. HSR choice over another, but of the 10 candi-
the American Recovery Just who enters the HSR sweepstakes isn’t dates (11, counting the Northeast Corridor),
and Reinvestment Act critical to the big players. Equipment suppliers four strong options have emerged as likely win-
(ARRA), more commonly such as Bombardier, Siemens, Alstom, and ners, based on industry comments encapsulat-
known as the federal Ansaldo STS make it clear they’ll be in a bid- ing the current handicapping done behind the
stimulus package, for the ding war for any given U.S. HSR project, if scenes—an evaluation that could go out the
High-Speed Intercity Pas- not every one. Even dark horses such as window once the Federal Railroad Administra-
senger Rail competitive Madrid, Spain-based Patentes Talgo SA can’t tion makes its recommendations this fall.
grant program. Even be counted out, given the builder’s U.S. pres- California Corridor: Budget crisis extraordi-
including the pledge by ence in the Pacific Northwest (through naire or not, Californians last fall committed
the Obama Administra- Amtrak’s Cascades service) and its recent con- $9.9 billion in state bonding capability to help
tion to back an addition- tract with the state of Wisconsin. fund a high speed route linking the Bay Area
al $5 billion for high “I guarantee those companies that have with Los Angeles and San Diego—the largest
speed rail funding in been involved in high speed rail in Asia and state commitment within the U.S. to date, and
coming years through Europe are in America right now meeting certain to sway the minds of sympathetic feder-
the Congressional appro- those folks that are putting proposals together al representatives, including House Speaker
priations process, bol- to tap into our $8 billion,” Transportation Sec- Nancy Pelosi and the state’s U.S. Sens. Barbara
stering the amount avail- retary Ray LaHood has noted. Boxer and Dianne Feinstein, who have pledged
able to $13 billion, the So, too, does it go for planners and contrac- to capture part of the $8 billion federal pie.
current supply of funds tors. Throughout 2009 heavyweight contrac- Moreover, the state’s actual HSR planning
tor Parsons Brinckerhoff has added several peo- process is in advanced stages. Finally, Califor-
measures only 12.7% of
ple with conspicuous experience with HSR nia’s geographic position is a clear counter-
the submitted demand.
and/or with government. Others, such as weight to the Northeast Corridor, the sole

18 RAILWAY AGE AUGUST 2009 www.railwayage.com

U.S. passenger rail route that ranks by some (if not all) mea-
sures as “high speed.”
Chicago Hub Network: President Obama’s “home turf” can-
didate also carries several real advantages: The hub route serves
several states, with numerous origin/destination pairs and a
recognition of current rail service, however paltry, on many of
the routes now served by Amtrak. Incremental improvements,
such as raising speed limits on portions of the Chicago-St. Louis
route from 5 mph to 40 mph, offer a large if unglamorous
return on investment that could make “HSR” look good. The
Hub also has benefited from solid and steady marketing leg-
work by the Midwest High Speed Rail Association, a 501(c)3
not-for-profit organization.
Florida Corridor: The Sunshine State has flubbed at least two
attempts to implement a HSR network, with state officials over-
riding public sentiment in at least one instance and an early
attempt at public-private partnership funding falling through. compete for funds,” and though the NEC suffers from at least a
But the concept refuses to go away, and “they’ll get it right one $3 billion backlog in infrastructure needs, a million here and
of these days,” one observer notes. Add to that some realpoli- there could offer demonstrable improvements to Amtrak’s
tik—President Obama carried Florida in the 2008 election, but showcase.
just barely—and Florida’s candidacy becomes a real possibility. Those evaluating the remaining candidate routes are quick to
Northeast Corridor: It’s technically not a “candidate” for note that all are feasible from a physical standpoint, but in many
HSR, since by some measures it already measures up. But the cases are burdened with a history of local disinterest, overcome
Department of Transportation has acknowledged “opportuni- only lately by state governments smelling federal funding and
ties for the Northeast Corridor from Washington to Boston to claiming they wanted HSR all along. Among these:

www.railwayage.com AUGUST 2009 RAILWAY AGE 19

 SPECIAL REPORT ON HIGH SPEED RAIL
Pacific Northwest Corridor: Residents
of Washington and Oregon, known for
being environmentally conscious, have
supported passenger rail and show a will-
ingness to step up to HSR. But the corri-
dor foresees Vancouver, British Colum-
bia, as one anchor, and the two states,
along with Amtrak, only resolved customs
issues this summer with Canada on
20 RAILWAY AGE AUGUST 2009
Amtrak’s existing skeletal service linking
the two nations. International coopera-
tion for HSR is possible, but problematic.
Southeast Corridor : It would serve
the Southeast, but its best chance for
implementation may be to “look north”
to link with Amtrak’s Northeast Corri-
dor. The ambititous size of the proposed
route, stretching from Washington, D.C.
www.railwayage.com
to Jacksonville, Fla., and also to Atlanta,
strikes some as too large a route struc-
ture. But its northern end, backed by
pro-rail North Carolina and by Virginia,
no stranger to federal largesse or to resid-
ual business benefits from the NEC,
could bode well for part of the route.
Empire Corridor: New York State has
approached CSX to seek a third track
linking Buffalo and Albany, tieing the
stretch to its “near-HSR” Albany-to-New
York route. But the state has its own
budget woes, and has postponed or
shunned more modest increases for the
route since the late 1980s.
Keystone Corridor: Amtrak trains also
offer “near HSR” service between
Philadelphia and Harrisburg, Pennsylva-
nia’s capital, and ridership has risen—
proof that incremental improvements can
bolster demand. But a realistic upgrade
to HSR standards of the mountainous
route between Harrisburg and Pittsburgh
is problematic from a physical standpoint,
even if cooperation with owner Norfolk
Southern was locked in.
South Central Corridor: The Texas-
based candidate suddenly has backing
from businesses with clout, reportedly
including Southwest Airlines. But the
Texas legislature has been notably hostile
to funding passenger rail in any capacity,
including this current year, and meets
only every other year. Lacking leadership
from Texas, any HSR effort involving the
Lone State State, Arkansas, and Okla-
homa appears unlikely in the short term.
Gulf Coast Corridor: “I don’t see it,”
two separate sources told Railway Age. A
Houston-New Orleans-Atlanta HSR
effort would dovetail with the Southeast
Corridor, but given the other, higher vis-
ibility HSR opportunities for both Flori-
da and Texas, the likelihood of such a
route being led by Louisiana, Mississippi,
and/or Alabama appear dim at best.
Amtrak’s Sunset Limited may finally
return to this route this October—a step
up, but nowhere near HSR.
Northern New England Corridor: An
Albany-Boston-Montreal routing appeas
tortured on amap, faces international
coordination issues similar to the Pacific
Northwest Corridor, and also competi-
tion from the venerable NEC, which
offers a less risky opportunity to generate
rail ridership in New England.
First the TGV,
now the AGV
Alstom’s next-generation high-speed train, the Automotrice à Grande Vitesse (AGV), is
set to make its debut in Italy in 2011. International Railway Journal Associate Editor
Keith Barrow reports from the Velim test track in the Czech Republic, where Alstom is
preparing the prototype AGV for the start of testing on the Italian network.

S
ituated around an hour’s drive east of Prague, Czech
Republic, the eight-mile Velim test circuit is one of only
a handful of places in the world where trains can be test-
ed at 125 mph without venturing onto the main line. Velim is
playing a central role in the testing of Alstom’s new-generation
high-speed train, the AGV, which is currently being prepared
for use in Italy where the first trains will enter service in 2011.
The 225 mph AGV is the culmination of nearly 10 years’
development work by Alstom, and builds on almost three
decades of experience in the very-high-speed sector, which
began with the delivery of the first TGV trains for French
National Railways (SNCF) in 1981. Since February 2008, the
prototype seven-car train has undergone a program of rigorous
static and dynamic testing in France and the Czech Republic.
Like all previous generations of Alstom high speed trains,
AGV is articulated, meaning a seven-car train runs on eight
trucks. However, the time-honored TGV configuration of
power cars and articulated trailers has given way to a fully-artic-
ulated design with distributed power, and for this reason AGV
is configured in groups of three cars, or “triplets.” The outer
vehicle of each triplet is the driving car, which is equipped with
a power truck and transformer, while the other two vehicles
carry power equipment, with a second power truck on the inner
vehicle. On a seven-car train, two triplets sandwich a central
“key” vehicle, which carries auxiliary equipment.
The triplet and key car configuration results in a train that is
truly modular, ranging from a seven-car, 433-foot-long train to
a 14-car, 826-foot formation, although Alstom says it has even
examined the possibility of producing a 26-car version for
China. Even before the first train was unveiled in February
2008, the capabilities of the distributed power system had
already been demonstrated to good effect. In April 2007, a spe-
cially-adapted train formed of two TGV power cars and three
double-deck trailers fitted with AGV trucks and part of its trac-
tion system shattered the world speed record for conventional
rail, reaching 357 mph on the Paris-Strasbourg TGV Est high
speed line. The series of tests carried out in the run up to the
record-breaking run in April 2007 gave Alstom a unique oppor-
tunity to measure and validate the aerodynamic, acoustic, and
vibratory performance of many aspects of the new train.
After a period of static and low-speed testing at Alstom’s La
Rochelle facility in western France, the first dynamic testing
phase took place at Velim between May and September 2008,
when speeds were gradually raised to 125 mph. These tests cov-
ered wheel/rail and pantograph/catenary dynamics as well as
traction system and aerodynamic performance. Alstom also test-
ed acoustics and the performance of the braking system under
normal and reduced adhesion conditions at different speeds. In
November 2008, testing moved to TGV Est in France, where
over 12 nights AGV traveled more than 4,660 miles at speeds
up to 225 mph. This allowed Alstom to test the dynamic behav-
ior of the train and its components on a line used for commer-
cial operations.
In June, the test program returned once more to Velim,
where the AGV will complete 6,200 miles of running before
moving to Italy for the start of main line testing, which will take
place on the Rome-Florence line between October 2009 and
March 2010. VUZ, the Czech company that operates the Velim
test track, has certification from the Italian Railway Authority
(Cesifer) for testing rolling stock, which means many of the
requirements for certification can be met before the train arrives
in Italy. AGV’s permanent magnet synchronous motors give a
power/weight ratio of around 30 hp/ton, compared with
around 25 hp/ton for previous generations of TGV. These
motors are extremely compact, occupying a third less space than
asynchronous motors, and the use of magnets, which create the

www.railwayage.com AUGUST 2009 RAILWAY AGE 21

 passenger
Sixteenth Annual Conference

trains on
freight railroads
Washington Marriott Hotel • Washington, D.C. October 19-20, 2009
A two-day conference devoted to developing common ground among
passenger and freight rail interests.
North America’s freight rail system plays host to a growing network of regional, inter-
city, and light rail passenger services. Passenger and freight rail interests must deal
with issues of compensation, liability, grade crossing safety, signaling and train control
requirements, capacity constraints, and maintaining the integrity of freight service.
Finding common ground can be problematic. These issues have taken on greater
significance with the Obama Administration’s focus on passenger rail development Joseph C. Szabo
and high speed services. Federal Railroad
Administrator
Conference topics
Matt Rose, tapping the experts for solutions to challenging problems
BNSF • Passenger growth on freight rail: How soon and how much?
Chairman, • Higher speed or high speed rail: should we jog before we run?
President and • should liability laws be changed?
CEO, BNSF • Passenger/freight cost sharing
Keynote Address Joseph H. Boardman
• Lessons learned from the european high speed experience
President
and CEO, Amtrak

presented by

Monday, October 19
Registration
Continental Breakfast sponsored by
Veolia Transportation
Keynote Address
Matt Rose, Chairman, President and CEO,
BNSF Railway
New Challenges for Freight Railroads
Moderator: William C. Vantuono, Editor,
Railway Age
Panelists: Jay Westbrook, AVP-Passenger and
Commuter Operations, CSX; H. Craig Lewis, VP,
Corporate Affairs, Norfolk Southern; DJ Mitchell,
AVP-Passenger Operations, BNSF; Tom Mulligan,
Director-Passenger Operations, Union Pacific
Coffee Break sponsored by Oliver Wyman
High(er) Speed Rail: How Soon?
Moderator and Speaker: Al Engel, VP and
High-Speed Rail Director, AECOM
Panelists: David Carol, Market Leader, High
Speed Rail, Parsons Brinckerhoff; Kevin Sheys,
K&L Gates LLP; Pete Sklannik, Senior Manager,
Planning & Special Projects, Parsons Brinckerhoff;
Roelof van Ark, Vice President-North America,
Alstom Transport
Luncheon co-sponsored by Norfolk Southern
and HNTB Corp.
Guest speaker: Joseph Szabo, Federal Railroad
Administrator
agenda
New Directions in Rail Safety
Moderator: Jim Michel, Senior Program
Manager-Railroads, HNTB Corporation
Panelists: Michael Long, Deputy Regional
Administrator, FRA; additional panelists TBA
Energy Break sponsored by HDR
A Change in Liability Law?
Tim Gillespie, Independent Consultant; Bill
Newman, VP-Government Relations, Conrail
(retired). Panelists from AAR and APTA TBA
FRA Non-Compliant Vehicles: Operational
and Safety Challenges
Paul Stangas, Director-Systems Engineering &
Design, New Starts Projects, NJ Transit; Al Fazio,
General Manager, Services, Bombardier
Transportation North America
Cocktail Reception sponsored by Herzog Transit
Services, Inc.
Tuesday, October 20
Continental Breakfast sponsored by Parsons
Brinckerhoff
Keynote Address
Joseph Boardman, President and CEO, Amtrak
Freight Trains on Passenger Railroads
Moderator: Roy Blanchard, Principal,
The Blanchard Company
Panelists: Paul Vilter, AVP Host Railroads, Amtrak;
Josh Putterman, Vice President, Operating
Strategy, RailAmerica; Reilly McCarren,
Chairman, Arkansas & Missouri Railroad
Coffee Break sponsored by PTMW, Inc.
Capitol Corridor Chapter X: Building
On-Time Reliability
Gene Skoropowski, Managing Director,
Capitol Corridor Joint Powers Authority
Program TBA
Luncheon co-sponsored by Amtrak and CSX
Transportation
Presentation of Railway Age’s W. Graham
Claytor Jr. Award for Distinguished Service to
Passenger Transportation
The European High Speed Rail Experience
Kevin Foy, MultiModal Practice, Oliver Wyman
Passenger and Freight Cost Sharing in the
United Kingdom
John Tunna, AVP Passenger Rail, TTCI
How it All Comes Together:
Thinking Intermodally
Gil Carmichael, Founding Member, University of
Denver Intermodal Transportation Institute
Adjourn
Speaker Gifts sponsored by B&I Transportation
Online Conference Proceedings sponsored
by AllRail, Inc.
Name Tag Lanyards sponsored by RailComm
Delegate Gifts sponsored by Bombardier
Transportation
Pens sponsored by Alstom Transport
Program subject to change/augmentation

REGISTER ONTHE INTERNET: www.railwayage.com

SPONSORSHIPS AVAILABLE: Contact Jane Poterala at (212) 620-7209; jpoterala@sbpub.com
CONFERENCE FEE AND HOTEL: The registration fee for Passenger Trains on Freight Railroads is $825, which includes admission to all conference sessions,
conference documentation containing all available proceedings, and social events. The Washington Marriott Hotel has set aside a block of rooms at $259 single/
double for conference attendees. These will be held until 30 days prior to the conference; those reserving after that date will rely upon room availability. We sug-
gest that you contact the hotel directly at (202) 872-1500 for room reservations (mention group code “Railway Age”). You will receive room confirmation directly
from the Washington Marriott Hotel. CANCELLATION POLICY: Confirmed registrants who cancel less than one week prior to the conference are subject to a
$250 service charge. Registrants who fail to attend are liable for the entire fee unless they notify Railway Age in writing prior to the conference.

Co n f e r e n C e r e g i s t r at i o n f o r m 37-002-1850

Please register me for the PASSENGER TRAINS ON FREIGHT

RAILROADS CONFERENCE, Washington, D.C., Oct. 19-20, 2009.
Registration fee is $825 per participant, payable in advance. Name ____________________________________________________ _
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 SPECIAL REPORT ON HIGH SPEED RAIL
magnetic field for the motor to function,
makes them more energy efficient than
their predecessors.
The test train is equipped to operate
on all four power systems commonly
found in Europe—1.5kV d.c., 3kV d.c.,
15kV a.c. and 25kV a.c. AGV has already
been extensively tested on all of these sys-
tems except 15kV a.c., and Alstom is now
focusing on achieving optimum perfor-
mance under the 3kV d.c. and 25kV a.c.
systems used in Italy.
Particular attention is being given to
the interface between the contact wire
and the pantograph at this stage. The
pantographs are situated on either side of
the connection between the driving vehi-
cle and the center vehicle of each triplet,
meaning they are particularly exposed to
turbulence from the nose of the train.
Roof-mounted cameras have been
installed to observe the behavior of the
pantograph. The prototype train is also
equipped with the Italian software pack-
age, and drivers cabs carry screens for the
Italian SCMT signaling system for opera-
24 RAILWAY AGE AUGUST 2009 www.railwayage.com
tion on the conventional network as well
as the European Rail Traffic Management
System (ERTMS) is used on high speed
lines.
AGV will make its debut in 2011 with
Nuevo Trasporto Viaggiatori (NTV), the
world’s first open-access high speed train
operator. NTV is investing $1.26 billion
in its high speed services, which will
operate from Turin, Milan, and Venice in
the north to Naples, Salerno, and Bari in
the south, with an hourly service on the
core Milan-Bologna-Rome-Naples corri-
dor. NTV’s fleet of 25 11-car AGV trains
is being funded through a 12-year leasing
contract, and Alstom will maintain the
trains for 30 years.
Assembly NTV’s first production vehi-
cle was completed in July at La Rochelle,
where the first two production trains will
be assembled, with the first being deliv-
ered next year. The remaining 23 will be
assembled at Alstom’s Savigliano site in
Italy. A contract was also signed in June
for construction of a $126 million main-
tenance depot at Nola, near Naples.
 SPECIAL REPORT ON HIGH SPEED RAIL

Incremental HSR
Hot trains, cold calculations
By Tom Judge, Engineering Editor

D
edicated (“true”) high speed or incremental (“higher ture using a typical 2007 cost day. The totals shown in the table
speed”) using existing rights-of-way? With the exception on this page are cost per mile in a warm, damp climate within a
of California, most proposed HSR projects around the 15-MGT-density range. Costs will be higher for FRA Class 5
nation are of the latter variety. The Obama Administration is (80 mph freight/90 mph passenger) and Class 6 (110 mph)
providing funds for HSR projects, and states are scrambling to track because of tighter geometry and engineering tolerances,
get a share of those billions (p. 18). How can realistic mainte- and because of projected higher 2010 material and labor prices.
nance costs for incremental projects be ZETA-TECH prepared a case study
determined? How much per-mile cost is Standard maintenance using the Midwest Regional Rail Initiative
too much? costs per mile of track (MWRRI). The MWRRI proposes a net-
ZETA-TECH Associates, Inc., under work of routes linking Chicago with other
contract to the Federal Railroad Adminis- • Surfacing $7,000 Midwestern cities. The proposal calls for
tration, has been developing HSR costing • Rail & welding 3,600 16 to 60 passenger trains per day—far
methods for several years, using the fol- • Ties 3,500 fewer trains than in the Northeast Corri-
lowing guidelines: • Switch & road dor—but MWRRI routes would have any-
• Use numerical figures as much as pos- crossing ties 13,000 where from 6 to perhaps 35 or more
sible, rather than mathematical symbols. • Ballast 900 freight trains on some of the suggested
• Start with known wear-and-tear and • Drainage, brush HSR route segments. The maximum pas-
fatigue metrics. and weeds 10,800 senger speed will be 110 mph, with
• Consider using the continuing cost of • Track inspection 2,400 freight at less than 70 mph.
upkeep as a “steady-state” shared cost. • Vehicles 6,200 What are the likely resulting shared
ZETA-TECH developed some exam- • Overheads 12,600 maintenance costs per mile? “ZETA-
ples of a steady-state maintenance program • Total $60,000 TECH estimated costs are allocated in
based on regional passenger rail infrastruc- two ways,” says Director-Economics,

www.railwayage.com AUGUST 2009 RAILWAY AGE 25

 SPECIAL REPORT ON HIGH SPEED RAIL
Operations, and Strategic Planning Jim Blaze. “First, we used a
work unit model. This calculates quantities of maintenance
activity as a function of various operating parameters, and then
assigns a cost per work unit. Next, we used a bottom-up analysis
construct. This process builds track maintenance costs up and
uses the quantities of workers and materials required. We devel-
oped this model with HNTB. Both methods include m/w
operating expenses and cyclic capital costs such as regular
renewal of rail, ties, ballast, and so on.”
The work unit model was developed in cooperation with
BNSF. It calculates work unit costs for each track segment as a
function of:
• Track-miles (main, branch, siding, yard).
• Miles of curves, by severity.
• Traffic, both annual MGT and number of trains.
• Number of turnouts, diamonds, and highway crossings.
• CWR (continuous welded rail) mileage.
• Rail defects per mile, TQI (Track Quality Index).
• Climate and accessibility.
The bottom-up cost calculation uses Amtrak maintenance
practices and standards. It sums up costs from the number of
workers and quantities of materials.
“ZETA-TECH estimated the likely costs and the likely cost
allocations for the MWRRI high speed passenger network,”
Blaze notes. “We calculated annual per-mile maintenance costs
for several scenarios. The work was undertaken for the FRA. We
26 RAILWAY AGE AUGUST 2009 www.railwayage.com
calculated the allocation of those costs for three strategic oper-
ating scenarios using engineering maintenance models and a
special allocation model called TrackShare™. The allocation used
several traffic densities on each of three scenarios between less
than 5 MGT and greater than 30 MGT annual density.” Table
1 (opposite page), “Four key variables for allocation,” summa-
rizes important variables. Blaze points out this is a shortened
3x4 matrix version. The actual results cover a 9x9 matrix of 81
cells.
“To simplify, let’s reduce this to an examination of just two
track density and track class allocation case studies, using the
top and bottom section,” he says. “Detailed likely costs at an
80% freight/20% passenger train mix are reflected in Table 2.
These numbers are the minimum expected cost per track-mile
using 2003 prices.” (ZETA-TECH does have a process for sub-
stituting current 2009 or projected-year prices.)
Table 3 shows the maximum costs expected at 80% freight
and 20% passenger trains with four different traffic density
groups. What if there were 80% passenger trains on the line?
Table 4 shows the minimum expected cost per track-mile using
2003 prices; Table 5 shows the maximum expected cost per
track-mile, again using 2003 prices. Because there are so many
passenger trains in this scenario, there is less traffic density on
such tracks as the paths available for freight trains would be
much less with such intensive passenger train use.
“Now, maintenance costs for sharing high speed and moder-
Incremental HSR
m/w cost calculations
Table 1: Four key variables for allocation
Annual tonnage Traffic mix Curvature FRA Class
<5 MGT 80% freight Light Class 4
20% passenger
5 -15 MGT Equal Moderate Class 5
15- 30 MGT 80% passenger Severe Class 6
20% freight

Table 2: Minimum expected cost per track-mile,

80% freight/20% passenger
FRA Class <5 MGT 5-15 MGT 15-30 MGT >30 MGT
4 $27, 107 $32,107 $43,460 $63,136
5 $19,846 $35, 523 $48,484 $71,442
6 $33,808 $40,662 $55,807 $83,442

Table 3: Maximum expected cost per

track-mile, 80% freight/20% passenger
FRA Class <5 MGT 5-15 MGT 15-30 MGT >30 MGT
4 $39,362 $49,283 $69,464 $102,356
5 $43,255 $54,323 $76,619 $114,189
6 $49,184 $62,253 $87,856 $132,603

Table 4: Minimum expected cost per

track-mile, 80% passenger/20% freight
FRA Class <5 MGT 5-15 MGT 15-30 MGT >30 MGT
4 $32, 691 $48,955 * *
5 $35,537 $54,049 * *
6 $38,612 $60,319 * *

Table 5: Maximum expected cost per

track-mile, 80% passenger/20% freight
FRA Class <5 MGT 5-15 MGT 15-30 MGT >30 MGT
4 $47,909 $74,677 * *
5 $51,650 $82,421 * *
6 $56,497 $82,006 * *

ate high speed track can be estimated ahead of time based upon
this detailed 2004 study,” Blaze says. “These maintenance costs
have to be adjusted to reflect 2009 prices of materials and labor
and projected into future-year operating expenses.”
New-construction or upgrade costs can also be estimated
using other models. ZETA-TECH expects that all new con-
struction of an FRA Class 5 or 6 track parallel to an existing
slower speed freight track would price out at a broad range of
$3.5 million to $8 million per mile to build. The higher costs
reflect allowances for track flyovers and crossing protection
being added for a new set of parallel tracks above FRA Class 4.
ZETA-TECH concludes that it is practical for freight and high-
er speed passenger trains to continue to share rights-of-way in
the U.S. As illustrated here, the cost of shared trackage can be
calculated using relatively inexpensive models like TrackShare™
to set equitable cost sharing for the much more track-intensive
high speed trainsets. RA

www.railwayage.com AUGUST 2009 RAILWAY AGE 27

 EMD
Shades of green
There’s more than one way to tame a diesel engine
to meet the EPA’s increasingly strict emissions rules.
By William C. Vantuono, Editor

R
ailroads may be the most environmentally benign
transportation mode, but they still face serious emis-
sions compliance challenges. It wasn’t too long ago
that locomotive builders and diesel engine manufactur-
ers cleared a relatively large hurdle, the U.S. Environmental
Protection Agency’s Tier 2 standards. Now, the stricter Tier 3 is
looming, and Tier 4 will soon follow. Tier 3 is effective for
locomotives manufactured in 2012; Tier 4 is effective in 2015.
Tier 3 standards for new locomotives, like previous standards,
will most likely to be met by engine modifications and adjust-
ments. Tier 4, however, will require specialized—and costly—
equipment, some of which will decrease fuel efficiency.
The “green” lingo that not all that long ago seemed foreign
to railroads has, like communications and signals, added more
acronyms to the industry’s vocabulary: PM (particulate matter),
NOx (nitrogen oxide), SCR (selective catalytic reduction), DPF
(diesel particulate filter), AECD (auxiliary emissions control
device), CO (carbon dioxide), and HC (unburned hydrocar-
bons) are now part of everyday locomotive language.
There are numerous ways to get to the brightest shade of
green, and building compliant equipment boils down to choic-
es—and tradeoffs. The most challenging is the tradeoff between
NOx and PM. “Tune for one, or cleanup for the other?” says
Electro-Motive Diesel Manager-Emissions Compliance David
Brann. Advancing ignition timing, though it improves fuel
economy and lowers PM due to better combustion efficiency,
increases NOx levels. Retarding ignition drops NOx, but raises
PM as combustion efficiency and fuel economy suffer. The
industry’s principal locomotive builders and engine manufactur-
ers—EMD, GE Transportation, National Railway Equipment
Company, MotivePower division of Wabtec. R.J. Corman
RailPower, Brookville, Cummins, Caterpillar, Detroit Diesel—
are searching for middle ground.
Tier 4 is intended to force after-treatment, as it requires a

28 RAILWAY AGE AUGUST 2009 www.railwayage.com

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Tel: 1-800-DIESELS (1-800-343-7357)
Email: enquiries.engines@cummins.com

www.everytime.cummins.com
 LOCOMOTIVE EMISSIONS

GE TRANSPORTATION
GE Transportation’s Trip Optimizer fuel management system works much like
cruise control on an automobile. It’s described as an energy management system
that optimizes fuel consumption. It uses GPS, a digital track database, and track
algorithms that automatically learn the train’s characteristics. It calculates a fuel-
optimal speed profile for the trip and then automatically controls the throttle to
maintain that planned speed. Train crews retain responsibility for safe operation of
the train and can engage or disengage the system at any time.

90% reduction in NOx and a 93% reduc-
tion in PM from uncontrolled levels. PM
can be cleaned through use of a DPF,
and NOx can be lowered with an SCR,
but here again there are tradeoffs.
“There’s not a lot of real estate on board
a locomotive for extra equipment,”
according to R.J. Corman Railpower Vice
President-Locomotives Mitch Gillispie.
DPFs and SCRs take up extra space, and
have unique maintenance requirements,
he notes. Favoring optimized combus-
tion requires an SCR, which doesn’t
require maintenance—but does require
replacement. A DPF, which uses a sub-
strate material to absorb PM, is self-
cleaning, but only to a certain degree.
For high-horsepower road locomotives
equipped with a large diesel engine, a
DPF can be a massive, clumsy piece of
equipment, but an SCR scales up better
for a large engine. “It’s like squeezing
Jello in your hand,” says Gillispie. “All
combustion byproducts have to go some-
where.”
As with Tier 2, Tiers 3 and 4 “will
require most locomotives to meet stan-
dards on a long-haul line-haul cycle that
emphasizes high-load operation, and a
switch cycle that emphasizes idle and
low-load operation,” says David Brann.
“Switching operations and emissions of
line-haul locomotives in yards and con-
gested areas are included.” Some of the
EPA’s rulings may need continual adjust-
ment. For example, an AECD equipped
with GPS can automatically adjust igni-
tion timing as a locomotive enters or
leaves territories with varying local emis-
sions standards, but the EPA is being
rather strict with how this device is
deployed. BNSF and Union Pacific have
an EPA-certified memorandum of under-
standing with the California Air
Resources Board that permits them to
operate AECD-equipped EMD and GE
road locomotives in California’s South
Coast (Los Angeles) Air Basin. However,
the EPA has so far refused to grant a cer-
tificate for AECD-equipped locomotives
to operate into Mexico, which has no
emissions standards. EMD and GE have
filed comments with the EPA requesting
this be changed.
One newer EPA requirement is that
all locomotives complying with Tiers 3
and 4 be equipped with idle reduction
devices, either when new or before they
are placed back into service after an over-
haul. Engines must be shut down after a
maximum 30 minutes idling, and can be
restarted only to protect the engine, keep

30 RAILWAY AGE AUGUST 2009 www.railwayage.com

 LOCOMOTIVE EMISSIONS
batteries charged or compressed air supplies up, or to accom-
modate crew comfort or safety. Equipment that does this, along
with the means to continuously monitor performance, is avail-
able from companies like Hotstart® Manufacturing, ZTR, Lat-
Lon, Railhead, and Wi-Tronix. These suppliers and others have
been able to combine their technologies.
The development of genset (or “engine-dominant hybrid”)
locomotives offered by NREC, MotivePower, and Railpower,
and rebuild/upgrade products like EMD’s 710ECO™ Repower,
are rapidly changing the locomotive landscape. Engine manu-
32 RAILWAY AGE AUGUST 2009 www.railwayage.com
facturers like Caterpillar and Cummins have been able to
expand their rail industry offerings. For example, Cummins has
certified its new, 16-cylinder, 50-litre QSK50 locomotive
engine to meet U.S. EPA 40CFR Part 1033 Tier 2 and Euro-
pean Union Stage IIIA rules. “The engine achieves the required
line-haul composite NOx of 4.0g/hp-hr and is recognized by
CARB as a ULEL (ultra-low-emissions locomotive) engine,”
says Cummins Rail Business Marketing Director Chris Riley.
“Our MRCS (Modular Common Rail System), Quantum elec-
tronics, and advanced combustion expertise have been utilized
on the QSK50 to meet these emissions
levels. The QSK50 builds on the success
of the Cummins QSK19 in ULEL appli-
cations and is an excellent choice for rail-
roads that need a 2,000-hp, single
engine, low-emissions locomotive.”
The V-16, 50-liter QSK engine fea-
tures ratings from 1,800-2,000 hp for
line-haul locomotive and switcher appli-
cations and provides “over 45% reduction
in NOx compared to Tier 1,” says Riley.
“It uses the same power cylinder and fuel
system as the 700-hp inline-6 QSK19
and the 1,500-horsepower V-12 QSK38.
The MCRS fuel system maintains high
injection pressures regardless of engine
speed, for exceptional performance at
every rpm, raising fuel economy and low-
ering operating costs, all while providing
improved response and load pickup with
lower noise and vibration compared to
competitive unit injection-style systems.
Quantum electronics offers programma-
ble features that optimize engine perfor-
mance to specific duty cycles and job
requirements, provide continuous moni-
toring of engine conditions, and adjust
for peak operation.”
Save fuel, lower emissions
An optimally running diesel engine will
conserve fuel and, by extension, reduce
emissions. Operating a locomotive opti-
mally can do the same, and a host of sys-
tems to assist locomotive engineers with
“hitting that sweet spot,” like New York
Air Brake’s LEADER, have been devel-
oped.
One of the newest technologies is GE
Transportation’s Trip Optimizer fuel
management system, described by Prod-
uct Manager David Eldredge as a cruise
control system (much like that in an
automobile or aircraft, where the opera-
tor is always in complete control) for a
locomotive.
Trip Optimizer, a product of
Ecoimgination SM, is described as “an
advanced energy management system
that optimizes fuel consumption based
on a specific train’s makeup and route.”
It uses GPS, a digital track database, and
advanced track algorithms that automati-
cally learn the train’s characteristics
throughout the trip. It evaluates train
length, weight, grade, track conditions,
weather, and locomotive performance “to
calculate the most efficient way of run-
ning the train while maintaining smooth
train handling. It calculates a fuel-optimal
speed profile for the trip and then auto-
matically controls the throttle to maintain
that planned speed. Train crews retain
responsibility for safe operation of the
train and can engage or disengage the
system at any time.” Trip Optimizer can
be deployed on Evolution Series locomo-
tives as a turnkey system, and can be
combined with GE LOCOTROL® Dis-
tributed Power. “There’s lots of energy
to be saved,” says Eldredge. “Fuel sav-
ings has a direct correlation to reduced
emissions.” Besides long-haul running,
Trip Optimizer can be used in applica-
tions like slow-speed control at a mine,
for loading freight cars.
GE tested Trip Optimizer on 19
Canadian Pacific GE Evolution® Series
locomotives in three subdivisions with
significantly different geographical char-
acteristics. Revenue-service tests showed
fuel savings ranging from 6% to 10%,
depending on territory. GE is now equip-
ping 200 CP locomotives.
Here’s an unusual way to conserve
fuel and cut down on emissions: Change
your light bulbs—not the headlamps, but
the 17 or so incandescent bulbs found on
a locomotive carbody (interior general
purpose, marker boards, step lights)—
with LEDs. Railhead’s Locomotive LED
Bulbs, which have a 50,000-hour life
expectancy, run on 4 watts instead of 50,
lowering the electrical load on the loco-
motive, thus reducing fuel consumption
and emissions.
Railhead’s Tom Poulsen estimates
that, a fuel cost savings of $1,400 to
$4,000 annually per locomotive is possi-
ble. For large railroads like UP, NS, CSX,
and BNSF, which can each burn through
up to a quarter-million incandescent
bulbs annually, the potential carbon foot-
print reduction is huge. RA

www.railwayage.com AUGUST 2009 RAILWAY AGE 33

 INFORMATION TECHNOLOGY
Seminar series benefits
Web customers
How GE Capital-Rail Services uses technology to
assist customers with service and utilization issues.
I
n the present challenging economic environment, where busi-
ness travel has been curtailed, GE Capital-Rail Services “is
opening its doors virtually to customers across North
America,” according to Communications Leader Farrah Aper.
“In past years, traditional shop open houses were hosted,
enabling customers to network among industry professionals,
share best practices, and tour maintenance facilities. This year,
we’ve been leveraging virtual web technology through a new
webinar series, ‘Managing Your Rail Fleet Through Tough
Times.’”
GE says its primary goal is to help customers identify their
railcar fleet problems and better understand what can be done to
solve them. Prior to the program’s March 2009 launch, GE sur-
veyed customers about their current needs and problems. Three
key themes emerged from the results: managing a highly com-
34 RAILWAY AGE AUGUST 2009 www.railwayage.com
plex railcar fleet; controlling maintenance costs; and improving
railcar utilization. Among the topics:
• Railcar Basics: providing overviews on general car types
(hoppers), most common components needing repair, and typi-
cal preventative maintenance areas.
• Maintenance Management Strategies: making sense out of
GE CAPITAL-RAIL SERVICES
data, trending costs, and developing improved maintenance
practices.
• Industry Changes, including ATSI (The Association of
American Railroads’ Advanced Technology Safety Initiative).
• Shop Talk: shop selection and factors affecting shop cycle
time.
Each session is 50 minutes in length, including the presenta-
tion and time for questions and answers.
GE Rail Services President and CEO Joe Lattanzio says the
 GE Capital-Rail Services webinar topics include Railcar Basics,
Maintenance Management Strategies, Industry Changes, and Shop Talk.

webinar series “is keeping customers in touch with GE’s
approach to railcar fleet management and encouraging commu-
nity engagement. The more someone understands the industry
and its nuances, the more effective they are in adapting to the
industry’s ever-changing environment. This is an excellent way
for us to share our experiences and knowledge from managing
one of the largest fleets in North America, and to learn from our
customers about issues they confront in managing their own
fleets.” GE, however, will continue to support personalized shop
visits upon customer request.
Executive Vice President-Customer Operations Sameer Gaur
says the webinars, described as “value-added virtual face time,”
“help us to identify key customer touch points and to better
understand concerns.” Adds Executive Vice President-Sales and
Services Kareen Gray, “The webinars have provided our team
with a deeper understanding of the unique challenges faced by
our customers and help us to develop creative solutions.”
GE says customers are finding the webinars useful.
• Nova Chemical: “We are all managing the same issues, and
the webinars help us to benchmark internally and confirm we are
doing the right things.”
• Sunoco: “Both thorough and simple to follow, the GE Rail
Services webinars continue to be a good source of information
for veteran and novice rail shippers. GE provides industry spe-
cific information during each seminar while making it simple and
interesting to follow. Also, the webinars allow for more conve-
nience during the day, both on time and on travel. We look for-
ward to attending more webinars in the future.”
• Evonik Degussa: “These days we are getting more involved
with the day-to-day operations of fleet management, as compa-
nies cut back and our fleets get bigger. Ten years ago, fleet man-
agers would focus solely on negotiating rates; today we are
explaining how to use the cars, ordering parts, and auditing
repair bills. The webinars are a great complement to the Sayre
Shop events (opposite page) we have attended in the past. They
make it easier for us to manage our fleets.”
For additional information, go to www.ge.com/railservices
or email rail.webinar@ge.com to register for a session.
Editor’s note: This story originally appeared in the July issue under
the headline “FleetMaintenance.com,” which is an automotive
industry website. We reprint it here for clarification. RA

www.railwayage.com AUGUST 2009 RAILWAY AGE 35

letters
Multiple-unit vs.
locomotive-hauled
To the Editor:
Your article in the June issue (p. 17) is
an important consideration for passenger
railroads. I have been involved in analyz-
ing this subject periodically over the past
“If We Say We’ll Do It, We’ll Do It.”
Where we live, a man’s word is gold.
When we promised the industry that
we’d develop the best all-around
applications for plugging spike holes
and repairing rail seat abrasion on
concrete ties, we kept our promise.
We are the industry leader in providing
innovative new wood and concrete tie
remediation products and application
systems for today’s railroads.
36 RAILWAY AGE AUGUST 2009 www.railwayage.com
40 years and would like to share a few
comments that support some of the
comments made in the article and may
help to quantify comparisons.
Multiple-unit consists, in some oper-
ating scenarios, will provide shorter sta-
tion-to-station times and allow closer
headways than will locomotive-hauled
consists. The underlying mechanics that
Our products are the solution of choice
for Burlington Northern Santa Fe,
Canadian National, Canadian Pacific,
CSXT and Norfolk Southern.
Call us today or visit our website:
800.333.9826 • wvcorailroad.com
result in such performance comparisons
are tractive effort per pound of train
weight and horsepower per ton of train
weight.
Shorter trip times may be achieved
with MU consists most significantly at
relatively short station spacings—less
than 10 miles and especially at less than
three miles—by reducing the time to
reach maximum speed. At the lower
speeds, this acceleration may be limited
by available adhesion at the wheel/rail
interface or possibly by other factors
such as propulsion system limits. So if
adhesion is limited, the more axles pow-
ered the higher the low-speed accelera-
tion.
At higher speeds, available horsepow-
er at the rail limits available accelerating
force. The higher the speed the lower
the force, since horsepower is propor-
tional to force times velocity. So depend-
ing on the maximum number of cars to
be powered by one locomotive, and the
comparative horsepowers per ton of MU
and locomotive-hauled consists, one will
accelerate better than the other at the
higher speeds.
Potentially shorter headways with
MU consists are a result of reducing the
time for the leading train out of the sta-
tion to achieve the distance necessary to
allow the following train out of the sta-
tion to depart.
I agree that life cycle cost and opera-
tional considerations are important, as
mentioned in the article. For example,
the maximum number of cars to be pow-
ered by a single locomotive should be
part of such a comparative evaluation.
Diesel MUs, if used exclusively in a
consist, can achieve performance similar
to electric MU consists in performance-
challenging situations. DMU engine load
rate may limit acceleration at low speeds
as compared to that of EMU consists.
Phil Strong, Rail Vehicle Consultant
PS Consulting; Mastic Beach, N.Y.
www.psrailvehicleconsulting.com
people
HIGH PROFILE
Hill International pro-
moted Thomas J.
Spearing III to
President of Hill’s
Project Management
Group (Americas),
Marlton, N.J..
Previously, he was
Hill’s SVP and Chief
Spearing Strategy Officer.
Spearing will be
Hill International
responsible for all proj-
ect management operations throughout the
U.S. Spearing has 25 years of operational and
business development experience in architec-
ture, engineering, and construction manage-
ment. Prior to rejoining Hill in 2007, he
worked with STV Group, Inc. Before that, he
spent 10 years with Hill, most recently as a
Vice President. Spearing earned his B.B.A. in
computer and information science from Temple
University, his B.S. in construction manage-
ment and his B.S. in civil engineering from
Spring Garden College, and his M.S. in man-
agement from Rosemont College.
Parsons Brinckerhoff
has named Clifford
Eby, former FRA
Acting Administrator
and Deputy
Administrator, as
Senior Vice President,
Washington, D.C., with
responsibility for
Eby strategic efforts in rail
Parsons Brinckerhoff and infrastructure mar-
kets, particularly high
speed rail. Eby has over 36 years executive and
engineering experience in the railroad industry,
including safety, finance and economic regula-
tory practices, transportation policy, and infra-
structure program design. Eby holds an M.B.A.
100 YEARS AGO IN
(AUGUST 1909)
Detroit River Tunnel Locomotive
A series of acceptance tests have been com-
pleted recently by the General Electric Co.
and the Detroit River Tunnel Co., jointly,
upon electric locomotive No. 7500—the first
of six locomotives to be operated by the
Michigan Central in the tunnel under the
Detroit River. The electrical equipment, the
most powerful ever designed for operation by
direct current, was built and installed by the
General Electric Co. The mechanical equip-
ment is the product of the Schenectady works
of the American Locomotive Co.
in finance and investment from George Washington
University and a B.S. in Civil Engineering from Lehigh
University.
Greg J. Nazarow was named a
Vice President with Gannett
Fleming. Nazarow serves as a
senior rail operations analyst
with Gannett Fleming Transit
& Rail Systems, a division of
Gannett Fleming specializing in
transit and railroad track, sig-
nal, communication, and elec-
Nazarow tric traction design. With more
Gannett Fleming than 17 years of related experi-
ence, Nazarow holds a bachelor
of science in mechanical engineering from Tufts
University and a master of business administration
from Babson College.
UNION PACIFIC—David Giandinoto appointed
General Superintendent, Transportation Services
for the Chicago Service Unit, replacing Rod
Richardson, who moves to Superintendent,
Intermodal Operations in Oakland, Calif., in turn
replacing Terry Ryan, who is retiring. Kurt Zalar
appointed General Superintendent, Transportation
Services for the Denver Service Unit, replacing
John Rourke, who also is retiring. Ruben Lopez
replaces Zalar as Superintendent, Transportation
Services for the Wichita Service Unit. John
Huddleston has been promoted to Superintendent,
Transportation Services for the Pocatello, Idaho,
Service Unit, replacing Jeff Moore, who has been
appointed to a position at UP’s Harriman
Dispatching Center in Omaha.
SUPPLIERS
Atlantic Track & Turnout Co. said Thomas R.
Jones will retire after 40 years of service and 50
years in the railroad industry, effective Dec. 31.
Chicago Freight Car Leasing named Jim
Kennedy a sales director.
HAX Technologies has appointed Glen Dargy to
VP-Product Development. He most recently served
as project director and principal engineer with
Wabtec Railway Electronics.
Hirschmann Automation and Control, Inc.
named Cleveland Parker managing director of the
ECS Division for the Americas.
Mitsui Rail Capital, LLC named Scott Carroll
director of sales and marketing for the southwest-
ern U.S. and Mexico, based in Cincinnati.
Morton Manufacturing Co. promoted Michael K.
Ogden to president from executive VP.
Veolia Transportation named Donald Saunders
chief operating officer of the Rail Division.
OBITUARY
Edward H. Gold, 95, who spent 34 years with The
Kerite Co., 1946-1980, died July 3.
www.railwayage.com
meetings
September 16-18
RSI 2009 Expo. Chicago Hilton &
Towers, Chicago. Amanda Trainor,
(202) 347-4664; Email: trainor@rail-
waysupply.org. Website: www.rail-
waysupply.org/convention/announce
2009.aspx.
September 20-23
AREMA 2009 Annual Conference &
Expo. Chicago Hilton & Towers,
Chicago. AREMA Conference
Department, (301) 459-3200, ext. 703;
Website:
www.arema.org/eseries/scriptcon-
tent/custom/e_arema/meet-
ings/2009Conf/2009_conf_info.html.
September 23-24
AREMA Committee 2 Track
Measuring Systems Fall Meeting
Hilton Chicago, Chicago, Ill.
Denis Zilmer, (763) 478-2282; Email:
denis.g.zilmer@Loram.com.
September 23-24
2009 Ohio Conference on Freight
Toledo Hilton Hotel, Toledo, Ohio.
Warren Henry, (419) 241-9155, ext.
129; Email: henry@tmacog.org;
Website: www.tmacog.org.
October 4-7
APTA Annual Meeting. Orlando,
Fla. (202) 496-4800. Email: meet-
ings2@apta.com; Website:
http://www.apta.com/conferences
_calendar.
October 19-20
Railway Age's 16th Annual
Passenger Trains on Freight
Railroads Conference. Washington
Marriott, Washington, D.C. Jane
Poterala, (212) 620-7209. Email:
jpoterala@sbpub.com; Website:
http://www.railwayage.com.
October 20-21
ASME RTD 2009 Fall Technical
Conference. Renaissance
Worthington Hotel, Fort Worth, Tex.
Steven L. Dedmon, (717) 242-4972;
Fax: ( (717) 242-4680; Email: sded-
mon@standardsteel.com; Website:
www.asmeconferences.org/rtdf09.
October 27-29
Railroad Environmental Conference
2009, University of Illinois at
Urbana-Champaign. Kim
Hagemann, (217) 244-0841; Email:
hagemann at illinios.edu; Website:
http://ict.illinois.edu/railroad/RREC/
overview.asp.
October 30-November 1
Rail-Volution 2009. Marriott
Waterfront Hotel, Boston, Mass.
(800) 788-7077; Email:
convene@aol.com; Website:
www.railvolution.com.
AUGUST 2009 RAILWAY AGE 37
 Reader Referral Service
This section has been created solely for the convenience of our readers to facilitate
immediate contact with the RAILWAY AGE advertisers in this issue.

Index of Advertisers
Company Phone # Fax# Email address Page #

AREMA 301-459-3200 301-459-8077 marketing@arema.org 24

Balfour Beatty Rail, Inc. 888-250-5746 904-378-7298 info@bbri.com 27

Cummins +44 1325 556251 — andreas.skiadopoulos@cummins.com29

Cyclonaire Corp. 402-362-2000 402-362-2001 sales@cyclonaire.com 10

Danella Rental Systems 610-828-6200 610-828-2260 pbarents@danella.com 9

Gross & Janes Co. 636-343-8484 636-343-9793 mattclarke@grossjanes.com 7

Helm Financial Corp. 415-398-4510, ext. 347 415-398-4816 jzimmerman@hlmx.com 12

Interstate Diesel Service 800-321-4234 216-881-0805 vcoppola@interstate-mcbee.com 32

Kim Hotstart 509-536-8667 509-534-4216 mfloyd@kimhotstart.com 31

LTK Engineering Services 215-641-8826 215-540-8627 doglevee@ltk.com 33

MIRATECH Corporation 918-933-6263 918-622-3928 kwhiteis@miratechcorp.com 33

NORDCO 414-766-2180 414-766-2379 info@nordco.com 35

ORX 814-684-8484 814-684-8400 glenn@orxrail.com C4

Pandrol USA, Inc. 800-221-CLIP 856-467-2994 d.wilcox@pandrolusa.com 20

Penn Machine Co. 412-279-4460 412-279-4465 pmcsales@pennmach.com 30

RBT Services 270-763-6649 270-763-6653 billh@rbtsi.com 17

RailComm, Inc. 585-377-3360 585-377-3341 sales@railcomm.com 11

Railpower Technologies Corp. 814-835-2212, ext. 203 814-836-2908 info@railpower.com C2

Railquip, Inc. 770-458-4157 770-458-5365 sales@railquip.com 19

Railway Educational Bureau, The 402-346-4300 402-346-1783 pkentner@sb-reb.com C3

The Advertisers
Index is an editorial
Railworks 866-905-7245 952-469-1926 jrhansen@railworks.com 26
feature maintained
for the convenience
Star Headlight & Lantern 585-226-9500 585-226-2029 chrisjacobs@star1889.com 24
of readers. It is not
part of the
Sterling Auction Services, LLC. 210-545-3600 210-545-3610 rwmertz@sbcglobal.net 5
advertiser contract
and Railway Age
TranSystems Corp. 312-669-9601 312-669-9606 marketing@transystems.com 16
assumes no
responsibility
Vossloh Group 00 49 239 252 273 00 49 239 252 274 claudia.brandt@vc.vossloh.com 2
for the correctness.
Western-Cullen-Hayes, Inc. 773-254-9600 773-254-1110 cp@wch.com 12

Willamette Valley Co. 541-484-9621 541-284-2096 03alishab@wilvaco.com 36

Advertising Sales
MAIN OFFICE CT, DE, DC, FL, GA, ME, MD, MA, NH, NJ, NY, NC, AUSTRALIA, CZECH REPUBLIC, HONG KONG, JAPAN
Robert P. DeMarco PA (EAST), RI, SC, VT, VA, WV, CANADA – QUE- INDIA, KOREA, MIDDLE EAST, NETHERLANDS, Katsuhiro Ishii
345 Hudson St., 12th Floor BEC AND EAST, ONTARIO NEW ZEALAND, RUSSIA, SCANDINAVIA, SOUTH Ace Media Service, Inc.
New York, NY 10014 Mark Connolly AFRICA, SOUTH AMERICA, SPAIN, WORLDWIDE 12-6 4-Chome
(212) 620-7244 345 Hudson St., 12th Floor RECRUITMENT Nishiiko, Adachi-Ku
Fax: (212) 633-1863 New York, NY 10014 Benn Wood Tokyo 121-0824
bdemarco@sbpub.com (212) 620-7260 Suite K5 & K6 Japan
Fax: (212) 633-1863 The Priory, Syresham Gardens +81-3-5691-3335
AL, AR, IN, KY, LA, MI, MS, OH, OK, PA (WEST), mconnolly@sbpub.com Haywards Heath, RH16 3LB Fax: +81-3-5691-3336
TN, TX United Kingdom amkatsu@dream.com
George S. Sokulski RESPONSIBLE FOR ADVERTISEMENT SALES IN Tel: +44-1444-416368
George S. Sokulski ALL PARTS OF THE WORLD, EXCEPT ITALY, Fax: +44-1444-458185 CLASSIFIED, PROFESSIONAL, AND EMPLOY-
Associate Publisher ITALIAN-SPEAKING SWITZERLAND, JAPAN, AND bw@railjournal.co.uk MENT
20 South Clark Street NORTH AMERICA. SEE THE CONTACTS BELOW Diane Okon
Suite 2450 FOR THESE AREAS ITALY & ITALIAN-SPEAKING 20 South Clark Street
Chicago, IL 60603 Donna Edwards SWITZERLAND Suite 2450
(312) 683-5025 Suite K5 & K6 Dr. Fabio Potesta Chicago, IL 60603
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AK, AZ, CA, CO, IA, ID, IL, KS, MN, MO, MT, NE, Tel: +44-1444-416368 V Piano, Int 9
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20 South Clark Street info@mediapointsrl.it New York, NY 10014
Suite 2450 (212) 620-7233
Chicago, IL 60603 Fax: (212) 633-1863
(312) 683-5026 jsutley@sbpub.com
Fax: (312) 683-0131
hdisabato@sbpub.com

38 RAILWAY AGE AUGUST 2009 www.railwayage.com

 WEBSITE DIRECTORY
BEARINGS
Brenco
www.brencoqbs.com
DIGITAL VIDEO RECORDERS
Railhead Corp.
www.railheadcorp.com
Western-Cullen-Hayes, Inc.
www.wch.com
INSURANCE
RAILCAR & LOCOMOTIVE REPAIR PARTS
Progress Rail Services
www.progressrail.com
The Timken Company Safety Vision Zurich North America WABTEC
www.timken.com www.safetyvision.com www.zurichna.com/railroad www.wabtec.com
CAR HOISTS WABTEC LEASING RAIL GRINDING
Macton Corp. www.wabtec.com CIT Rail Resources Loram Maintenance of Way, Inc.
www.macton.com DISPATCH SYSTEMS www.citrail.com www.loram.com
Railquip, Inc. RailComm, Inc. FCM Rail, Ltd. RAIL-NEW AND RELAY
www.railquip.com www.railcomm.com www.fcmrail.com A&K Railroad Materials, Inc.
WABTEC First Union Rail www.akrailroad.com
CAR MOVERS
Central Manufacturing www.wabtec.com www.firstunionrail.com L.B. Foster Company
www.shuttlewagon.net DRAFT GEARS, LOAD SECUREMENT SYSTEMS www.lbfoster.com
Railquip, Inc. CUSHIONING DEVICES Holland Company RAIL & TRACKWORK
www.railquip.com ASF-Keystone www.hollandco.com Progress Rail Services
www.asfglobal.com Portec Rail Products, Inc. www.progressrail.com
C&S, TRAIN CONTROL
10East Corporation Progress Rail Services (FMI) www.portecrail.com REMOTE CONTROL
Business Intelligence Solutions www.progressrail.com LOCOMOTIVE/CAR REPAIR EQUIPMENT Cattron-Theimeg, Inc.
www.10east.com Independent Draft Gear Macton Corp. www.cattron-theimeg.com
Alcatel Transport www.stucki.com www.macton.com Control Chief Corp.
Automation Solutions Miner Enterprises Portec Rail Products, Inc. www.controlchief.com
www.alcatel.com www.minerent.com www.portecrail.com RailComm, Inc.
Alstom Transport WABTEC Railquip, Inc. www.railcomm.com
Information Solutions www.wabtec.com www.railquip.com RETARDERS
www.transport.alstom.com ENCLOSURES LOCOMOTIVE CONTROL SYSTEMS AAA Sales & Engineering
GE Transportation Systems PTMW, Inc. WABTEC www.aaase.com
Global Signaling www.ptmw.com www.wabtec.com SAFETY EQUIPMENT
www.getransportation.com EXHIBITS AND TECHNICAL ZTR Control Systems Aldon Company
RailComm, Inc. CONFERENCES www.ztr.com www.aldonco.com
www.railcomm.com Railway Supply Institute Railhead Corp.
LOCOMOTIVE FUELING SYSTEMS
Safetran Systems Corp. www.rsiweb.org www.railheadcorp.com
Snyder Equipment Co.
www.safetran.com ELECTRICAL CONNECTORS www.snyderequip.com Safety Vision
Siemens Transportation Systems WAGO Corp. www.safetyvision.com
LOCOMOTIVE-HEATING SYSTEMS
www.mobility.siemens.com www.wago.com SCADA
Kim Hotstart Mfg.
WABTEC FASTENERS www.kimhotstart.com RailComm, Inc.
www.wabtec.com Pandrol www.railcomm.com
www.pandrolusa.com LUBRICATION-RAIL/WHEEL
CONSTRUCTION EQUIPMENT SEATS
Portec Rail Products, Inc.
Nebraska Machinery Co. Stage 8 Locking Fasteners, Inc. Kustom Seating Unlimited, Inc.
www.portecrail.com
Sales & Rentals www.stage8.com www.kustomseating.com
Rails Company
www.nebraskamachinery.com FRA TEST COMPLIANCE & SCHEDULING SHOCK & VIBRATIONS
www.railsco.com
CONTRACTORS 10East Corporation Vibratech/Enidine
RailWorks Business Intelligence Solutions LOCOMOTIVE SANDING SYSTEMS www.enidine.com
www.10east.com Cyclonaire Corp.
www.railworks.com SIDE BEARINGS
www.cyclonaire.com/railroad.cfm A. Stucki Company
CONSULTING FREIGHT CAR PARTS
Aero Transportation Products Dynamic Air Inc. www.stucki.com
Banks R. L. & Associates www.dynamicair.com
www.rlbadc.com www.aerotransportation.com Miner Enterprises
Ellcon-National, Inc. METAL FABRICATION www.minerent.com
Edwards and Kelcey
www.ellcon-national.com PTMW, Inc. SPILL COLLECTION
www.ekcorp.com
FreightCar America www.ptmw.com Syntechnics
HDR Engineering
www.hdrinc.com www.freightcaramerica.com MONITORING DEVICES www.syntechnics.net
Miner Enterprises Lat-Lon LLC SWITCH HEATERS
Jacobs Engineering Group Inc. www.lat-lon.com
www.jacobs.com www.minerent.com RailComm, Inc.
Railway Supply Group RailComm, Inc. www.railcomm.com
Interfleet Technology LTD www.railcomm.com
www.railwaysupplygroup.com Rails Company
www.interfleet-technology.com
Schaefer Equipment Co. WABTEC www.railsco.com
LTK Engineering Services www.wabtec.com
www.schaeferequipment.net TOP-OF-RAIL FRICTION SOLUTIONS
www.ltk.com
A. Stucki Company M/W EQUIPMENT-TRACK MAINTENANCE Friction Management Services, LLC
Parsons Brinckerhoff www.frictionmanagement.com
www.stucki.com Harsco Track Technologies
www.pbworld.com
WABTEC www.harscotrack.com Portec Rail Products, Inc.
Parsons Transportation Group www.wabtec.com NORDCO www.portecrail.com
www.parsons.com www.nordco.com The Timken Company
Savage CANAC, Inc. GRADE CROSSING SURFACES
HiRail Corporation Progress Rail Services www.timken.com
www.canac.com www.progressrail.com
www.hirail.com TRANSFER-, DROP-, TURNTABLES
STV, Inc. Railquip, Inc. Macton Corp.
www.stvinc.com Rail-Way, Inc.
www.rail-wayinc.com www.railquip.com www.macton.com
SYSTRA Consulting Railquip, Inc.
www.systraconsulting.com Transpo Industries PAINT AND COATINGS
www.transpo.com Carboline www.railquip.com
TranSystems Corporation www.carboline.com TURNOUTS & SPECIAL TRACKWORK
www.transystems.com GRADE CROSSING WARNING
A&K Railroad Materials, Inc.
SYSTEMS, GATE MECHANISMS PASSENGER CAR DOORS
Zeta-Tech Associates www.akrailroad.com
Alstom Transport Information Solutions Advanced Structures Corp.
www.zetatech.com
www.transport.alstom.com www.advancedstructurescorp.com UNDERCUTTING–DITCHING EQUIPMENT
DAMPERS GE Transportation Systems Harsco Track Technologies
PRECAST CONCRETE FOUNDATIONS
Vibratech/Enidine Global Signaling www.harscotrack.com
Dixie Precast, Inc.
www.enidine.com www.getransportation.com Georgetown Rail Equipment (GREX)
www.dixieprecast.com
KONI Railway Safetran Systems Corp. www.georgetownrail.com
www.koni.com RAILCAR & LOCOMOTIVE
www.safetran.com MAINTENANCE EQUIPMENT WHEELS
Sachs of America Union Switch & Signal Inc. Griffin Wheel
Railquip, Inc.
www.zfsachs.com www.switch.com www.railquip.com www.griffinwheel.com
Hot links available at
www. railwayage.com List your website on this page. Contact Jeff Sutley, (212) 620-7233, jsutley@sbpub.com
 PROFESSIONAL DIRECTORY s r r TM

All Major Credit Cards Accepted

Railway Age Classified Section • Diane Okon • 312-683-5022 • dokon@sbpub-chicago.com

STRATEGIC PLANNING:
• COMMUTER RAIL TRANSITIONS
• FRA COMPLIANCE PROGRAMS
Kansas City Office • OPERATIONS AUDITING
(913) 661-2424
OPERATIONS TRAINING & CONSULTING:
www.tcsrailservices.com
OTHER SERVICES: • ENGINEER TRAINING & CERTIFICATION
• STAFFING • EXCELLENT HISTORY WITH FRA, NTSB
• INTERIM MANAGEMENT • MECHANICAL & PART 238(QMP)

WANTED TO PURCHASE
LOCOMOTIVE & RAILCAR BROKERS
STERLING AUCTION SERVICES, LLC
has active Buyers and Sellers for all of your
Locomotive and Railcar needs and transactions.
Contact Robert Mertz at (210)-545-3600
Wanting to Purchase rwmertz@sbcglobal.net
Wanting to purchase wheel shop equipment to include: Texas License #16399
1 only 600 ton mount/demount press
1 only wheel boring machine (preferably c.n.c. controlled)
1 only axle turning lathe (preferably c.n.c. controlled)
EQUIPMENT SALE/LEASING
Wanting to Hire
Diesel mechanic engineer with lots of experience to manage shop
and customers.
Request information and send resumes to:
2502 Elm Street, Regional Road 35,
PO Box 670 STN B, Sudbury, Ontario, P3E 4R6
Physical Address: 1 Foundry Road, Sudbury, Ontario, P3A 4R7
Phone: 705.674.5626 • Fax: 705.566.0371
email: rrafuse@dieselelectric.ca
www.dieselelectric.ca

40 RAILWAY AGE AUGUST 2009 www.railwayage.com

 EQUIPMENT SALE/LEASING

Available
For Lease  5,150 cu. ft. pressure differen-
tial (PD) covered hoppers.
Food grade interior linings

 3,915 cu. ft. pressure differen-

tial (PD) covered hoppers.
OK for cement, sand or any
dry flowable commodity. Texas Railcar Leasing, Co.
“You have finally crossed the right track”

For additional information and pricing, SUPERIOR CUSTOMER SERVICE

please contact John Goodwin
PHONE (605) 582-8318 Railcars Available for Lease
FAX (605) 582-8304 4650 CF Covered Hoppers Round Hatches
www.carmathinc.com 3500 CF Covered Hoppers Round Hatches
E-MAIL jgoodwin@mwrail.com
3018 CF Covered Hoppers Round Hatches
2931 CF Covered Hoppers Round Hatches
3500 CF Pressure Differential Hoppers (286k)
3000 CF Pressure Differential Hoppers
4000 CF Thrall Built Gondolas
3850 CF Rapid Discharge Open Top Hoppers
3600 CF Open Top Hoppers
33000 Gallon Pressure Cars, Storage Use Only
26800 Gallon General Purpose Tank Cars
61' 100 ton Bulkhead Flat cars
Wanted for Purchase
Any variety of Freight and Tank Car Portfolios
Full Service & Net Leases Available
www.trlx.net • Mr. Lynn Hayungs
Lynn@TRLX.net • Tel: 956-630-2723 ext. 206

Texas Railcar Leasing Co.

3900 N. 10th, Suite 1080, McAllen, Texas 78501 •

RECRUITMENT
Professional Railroad Placement Services, Inc.
“Serving the Railroad industry Nationwide”

NEED EXPERIENCED RAILROAD VP

PO Box 1090 Plymouth, FL 32768

Phone (352) 385-2613
e-mail: prpsinc@aol.com

EDNA A. RICE, EXECUTIVE RECRUITER, INC

EDNA A. RICE, President
(713) 667-0406
FAX (713) 667-1651 6750 West Loop South
Web address: Suite 735
www.ednarice.com Bellaire, Texas 77401-4111
Email: resume@ednarice.com

www.railwayage.com AUGUST 2009 RAILWAY AGE 41

 AUCTIONS SERVICES PRODUCTS & SERVICES
www.SterlingRailroadAuctions.com
will feature the most diverse and complete marketplace for
Railroad Equipment and RR Assets of every description.
Launches 4th quarter of 2009
A Service of Sterling Auction Services, LLC
U.S. Contact: Robert Mertz +1 210 545 3600
rwmertz@sbcglobal.net
Texas License #16399

PRODUCTS & SERVICES

Reidler Decal Corporation
St. Clair, PA 17970
Fax: 570-429-1528
marketing@reidlerdecal.com
The Federal Railroad Administration's proposed new delineator configuration

Reidler can help you comply with the FRA ruling by offer-
ing prismatic reflective yellow delineators that meet their
specifications.
• 4" x 150 fl Rolls (kiss-cut available)
• 400 candlepower retroreflection
• Application instructions provided
Give us a call at 800-628-7770 for more information
The Leader in Railroad Markings since 1926

EMPLOYMENT
Let us keep you on track at
Diesel Electric Services Inc.!
We are A.A.R. certified and located in Sudbury, Ontario. Let us look
after your car fleet to avoid delays. We have on staff certified car
men, electricians and mechanics all highly qualified in locomotive
repairs of all types including mandatory inspections.
Watco Transportation Services, a nationwide provider of
We have locomotives for sale and lease and a direct access to any short-line freight transportation, is seeking motivated and
parts required. For your convenience, our facilities are accessed from experienced people to join its team.
C.N., C.P. and the O.V.R. main lines. If you have a problem with any
rolling stock we have the capabilities to get you back on track! POSITIONS INCLUDE
Train and Engine Service, Maintenance of Way,
We are also looking to expand our staff and thus looking for a highly Locomotive, Marketing and Management.
qualified diesel mechanic engineer with lots of experience to manage
our shop and customers. All Watco Transportation positions include Railroad
Retirement, Health/Dental benefits and 401k. To view a
Request information and send resumes to: 2502 Elm Street, Regional detailed list of all career opportunities with the Watco team
Road 35, PO Box 670 STN B, Sudbury, Ontario, P3E 4R6 please visit our website at www.watcocompanies.com and
Physical Address: 1 Foundry Road, Sudbury, Ontario, P3A 4R7 submit an online application.
Phone: 705.674.5626 Fax: 705.566.0371
email: rrafuse@dieselelectric.ca • www.dieselelectric.ca Equal Opportunity Employer

42 RAILWAY AGE AUGUST 2009 www.railwayage.com

 EMPLOYMENT
ROXTEC – Sales Professional
Roxtec Inc. (www.roxtec.com) is the world’s largest manufacturer of module Locomotive Division Manager
based cable and pipe seals. We are currently seeking a sales professional to Responsible for expanding business with industrial & railroad loco-
develop the Railway segment for Roxtec. This opportunity provides great benefits
and a flexible work environment with a home office
motive repairs, servicing, & re-building projects. Experience with
Requirements aftermarket parts vendors necessary. Individual should be able to
• 5 years experience calling on Rolling Stock companies, OEMs, Class 1 identify used locomotives & components for purchase; and negoti-
railroads, engineering firms, and transit authorities preferred
• Minimum 3 years experience selling to engineering firms and OEMs ate sales/leases of locomotives to end-user. Responsible for P/L &
required. developing strategies to promote business. www.bhamrail.com
• Experience working projects from design to construction
• BS/BA degree
• Excellent presentation skills and experience presenting to groups of 20 or
more people
Responsibilities
Vice President/General Manager
• Develop Railway Industry business segment and increase revenue by
securing design specifications with Transit Authorities, Rolling Stock
Florida Railroad Operations
manufacturers, Engineering Firms, and Class 1 Railroads.
• Attend Railway events, trade shows, and sales meetings (both domestically Pinsly Railroad Company has an opening for a Vice
and internationally as needed) President/General Manager of its three Florida short line railroads
• Travel required (60% of time) mostly domestic but international travel as and a distribution service company. Position would be responsible
needed
for management of day-to-day operations for a growing shortline
• Work individually or in a team environment with National and Regional
Managers and International Sales Managers as well. railroad and distribution service company as well as meeting
• Perform market research focusing on new business opportunities within the strategic and operating goals. Position would also hold a seat on
Railway Industry the Pinsly Railroad Company leadership team providing strategic
• Provide reports to Industrial Segment Manager including but not limited to goals and direction for the entire Pinsly organization. Experience
information on Projects, Quotations, Sales Activities, and Industry Trends
Robyn.Livesay@us.roxtec.com should include a minimum of 10 years railroad executive manage-
Fax: 918.362.0239 ment or general management leadership roles with P&L responsi-
10127 E Admiral Place • Tulsa, OK 74116 bility. Experience in trucking and warehousing industry a plus.
Excellent benefit package. Send cover letter and resume to:

Pinsly Railroad Company

Attn: Angela L. Depalo, Human Resources Director
53 Southampton Road
Westfield, MA 01085
Or e-mail to: jobs@Pinsly.com

Chief Engineer – Corporate

Anacostia Rail Holdings is seeking a Chief Engineer – Corporate. The
position will be responsible for company-wide engineering staff sup-
port and specific line management. Duties include supporting engi-
neering safety programs, developing annual engineering budgets and
special projects; engineering labor agreements; management of
agreements with utilities, contractors, governmental entities, etc.;
preparation/review of engineering plans/specifications; administration
of documents pertaining to railroad-owned real estate. Frequent
travel is required in this high visibility, corporate level position.

The qualified candidate will possess at least five to ten years of man-
agement and supervisory experience with a railroad and/or railroad
contracting firm, will be familiar with AREMA and FRA standards,
have the ability to read and draft railroad engineering documents,
possess good communication skills, and have the ability to compre-
hend written and oral instructions. A college degree in civil or
mechanical engineering is strongly preferred. Competitive salary
based on experience, excellent benefits and bonus potential.

Mail resume to:

Yuko Ishikawa
Anacostia Rail Holdings, Inc.
53 W. Jackson Boulevard • Chicago, IL 60404
Fax to: 312-431-0828

www.railwayage.com AUGUST 2009 RAILWAY AGE 43

short line/regionalperspective
Richard F. Timmons
President, American Short Line
and Regional Railroad Association
Adapting to a changing railroad environment
N
o organization that prides
itself on performance and
measurable results can expect
to grow and prosper without
dedicated training—for employees, staff,
and management, as well as the education
of its customers. This is fundamental to
team building as well as sound and prof-
itable railroading. Of course, productivity
is an important outcome as well, and one
unquestioned benefit to any training pro-
gram is that worker productivity signifi-
cantly improves following training.
With the passage of HR. 2095, the
Railway Safety Improvement Act of 2008
(RSIA), the world of railroading as we
have known and understood it for
decades has changed. This is a more far-
reaching collection of changes than the
Staggers Act of 1980. Staggers laid the
foundation for the dramatic resurgence of
freight railroads during the past 25 years,
but the RSIA will have a much greater
impact on a broader range of areas.
With the new law comes a wave of reg-
ulatory requirements that compel signifi-
cant changes from many of the current
procedures now in place, as well as
unprecedented new technologies and
equipment to be phased in during the
next several years. Other federal govern-
ment policy and equipment developments
unrelated to HR. 2095 also are under
way. These momentous changes bring to
railroad management serious issues relat-
ed to preparing its work force for the
future to insure employee safety and pro-
fessionalism while on the job.
The most effective and profitable
organizations have traditionally embraced
some form of structured employee train-
ing that focuses on worker education and
skills to enhance knowledge, understand-
ing, and the execution of job tasks to
specified standards. The object, of course,
is to make certain the employee is safe,
productive, and well aware of required
44 RAILWAY AGE AUGUST 2009
performance standards while serving the
long term interests of the company and
its’ customers.
However, for management, the bal-
ancing act of beneficial employee training
while accepting costs and an absence dur-
ing this training is a difficult tradeoff. The
old on-the-job techniques are not going
to do the job in this new era simply
because much of what we are working
with today is too new to rely on seasoned
railroaders to cover all the bases. There is
little question that the most successful
Training and
continuing
education are
more important
than ever.
process for educating and training a work-
force is through dedicated instruction.
This only succeeds, however, if senior
management has employee development
and competence as a priority, and invests
the resources to pursue training programs
that improve employee skills and profes-
sionalism. This training approach is not a
one-shot concept, but a progressive year-
in, year-out program for each employee
aimed at steadily building worker expert-
ise and mastery of his field.
Today the railroad industry is begin-
ning to capitalize on new educational
technologies that make training our work
force achievable without divorcing the
employee from his job for an extended
period of time. Online training modules
prepared with short lines in mind are
available that can prepare the employee
for many of the job demands of the
www.railwayage.com
future. Webinars now address specific
aspects of the industry that need clarifica-
tion or introduce wholly new subjects or
equipment. Class I railroad schools pro-
vide the options of attendance or online
training, and some sponsor specialized
training at state-of-the-art facilities. A
number of universities now offer railroad
certificate or diploma programs that are
structured for short stays at the university,
a return to work followed a month later
by another session at the university.
Mobile training classes sponsored by the
Class I railroads, ASLRRA, AREMA, and
the FRA make available short, high-inten-
sity programs across the country to get
railroaders up to speed on the most cur-
rent and important topics and proce-
dures. A prime example of this is the wide
range of bridge inspection and mainte-
nance classes being provided in numerous
forums in response to HR 2095. DVDs
are now becoming an important compo-
nent of training and can be shipped easily
to railroads or individuals for their home
station use. In recent months HazMat
and Security DVDs have been provided to
ASLRRA members.
Excellent educational opportunities
that are inexpensive and convenient are at
hand for those managers that are commit-
ted to safety, competence, and profession-
alism for their workers. Training lays the
foundation for the future and develops
railroaders with the correct attitudes,
knowledge, and skills to adapt to the
changing workplace. Many visionary rail-
road leaders have committed to this pro-
gressive training approach. Now is the
time for all of us in management to focus
on employee professional development to
meet the demands of the future.
Editor’s note: Since 1909, Simmons-
Boardman’s Railway Educational Bureau
has been providing training courses and
materials to the railroad industry. For
more information, see www.transalert.com.
To find out more about how R can help you meet
your rail transportation needs, visit orxrail.com.