Prototype News

Railroads are built on tradition, but they run on innovation. As infrastructure demands grow and timber supplies tighten, the industry is looking for smarter ways to maintain track integrity without overhauling entire systems. Enter the Keyway Tie, a concrete crosstie designed to behave like wood, reshaping how railroads think about track upgrades.

Developed by voestalpine Railway Systems Nortrak, the Keyway Tie blends the structural advantages of concrete with the flexibility and interchangeability of timber. It is not just a new tie; it is a new way of thinking about track evolution.

Concrete ties have long been recognized for their durability and gauge-holding strength. Yet more than 90% of North American track is still built with wood ties, largely due to their ease of installation and compatibility with existing maintenance equipment. However, timber ties have become increasingly expensive, with inconsistent quality and a growing vulnerability to decay, especially in high-tonnage corridors where gauge failure can lead to derailments.

The Keyway Tie offers a middle path. Engineered to match the track stiffness of timber while delivering the longevity of concrete, it can be interspersed with wood ties using standard maintenance-of-way equipment. This approach allows railroads to upgrade incrementally, minimizing disruption and avoiding the high costs of full-scale conversion.

What sets the Keyway Tie apart is its recessed keyway rail seat and interlocking resilient tie plate design, which allows the Keyway Tie to absorb and distribute loads with less impact on the ballast and subgrade materials. The geometry of the tie with its scalloped design enhances interlock with the ballast and improves lateral and longitudinal resistance, helping the track maintain alignment under heavy traffic. Its fastening system also allows for gauge adjustability up to ±0.4 inches, meaning it can be placed directly into existing track without requiring gauge correction.

According to “Digging into Cause Codes for Track-Related Derailments” published in the August 2025 issue of Railway Track & Structures (RT&S), wide gauge accounts for approximately 25% of track-related derailments in North America. Fortunately, this trend has been declining thanks to infrastructure upgrades that include concrete ties, larger tie plates, and elastic fasteners, all of which are integrated into the Keyway Tie. By combining these elements into a single, adaptable solution, the Keyway Tie directly addresses one of the most persistent causes of derailments, reinforcing its value not just in durability, but in safety performance as well.

Beyond safety, the Keyway Tie also delivers engineering advantages in some of the most challenging areas of track design: transition zones. Recent research and field trials have demonstrated the Keyway Tie’s effectiveness in bridging track stiffness transition zones, where differences between fixed structures or concrete tie and timber tie track stiffness often lead to high impacts and accelerated degradation. By tuning the resilient components of the Keyway Tie, engineers have created a tie with intermediate stiffness that reduces overload on adjacent components and mitigates ballast degradation. Field installations on Class-1 heavy haul corridors have shown positive results, including reduced plate cutting, improved ballast stability, and elimination of mud holes validating the Keyway Tie as a practical solution for challenging transition areas.

In addition to these findings, trials on Class-1 railroad segments have compared full concrete replacement with interspersed Keyway installations. Early results suggest that the latter approach offers comparable performance with significantly reduced installation time and cost. This presents an attractive option for railroads balancing capital constraints with operational demands.

While the upfront cost of the Keyway Tie may exceed that of traditional timber ties, its value becomes clearer over time. With reduced maintenance cycles, improved gauge retention, and longer service life, the Keyway Tie offers a compelling case for lower total cost of ownership. Notably, its robust design and load-sharing characteristics can also extend the life of adjacent wood ties when interspersed, further amplifying its cost-effectiveness. By matching wood tie track modulus and reducing ballast pressure compared to standard concrete tie track, the Keyway Tie is engineered for both flexibility and durability, making it a strategic investment that prioritizes long-term reliability over short-term savings.

The Keyway Tie has already proven its versatility across heavy haul, commuter rail, and light rail applications. Guard rail and transition tie options are also available, making it adaptable to a wide range of track configurations. Its compatibility with timber tie infrastructure makes it especially valuable for networks seeking to extend the life of existing assets while improving safety and reliability.

voestalpine Railway Systems Nortrak offers comprehensive, in-house design and manufacturing of 100% Buy America compliant railway systems solutions. The product portfolio includes special trackwork, switch machines, monitoring systems, premium rail, concrete ties, direct fixation fasteners, resilient clips, pads and insulators. The Keyway Concrete Tie exemplifies our commitment to providing innovative solutions that meet the highest standards of reliability and performance, supporting railroads across North America in achieving a more durable and efficient infrastructure.

This November, voestalpine Railway Systems Nortrak will present the paper “Track stiffness transition optimization using specialty concrete sleepers and fastener systems” at the International Heavy Haul Association (IHHA) Conference. The presentation will explore the engineering principles behind the Keyway Tie, its performance in transition zones, and its role in advancing track infrastructure strategies.

If you are attending IHHA, we invite you to join the conversation. Learn how small design shifts, like a concrete tie that thinks like wood, can lead to big changes in how we build and maintain the railways of tomorrow.

The post Concrete That Thinks Like Wood: The Innovation Behind the Keyway Tie appeared first on Railway Age.

For years, maintenance crews across the railroad industry have trusted WVCO Railroad Solutions SpikeFast® tie remediation products to extend the life of wooden, composite and concrete ties while improving track performance and reliability. Built on years of field success, our regular cartridges (450 ml) have been the go-to solution for precise, high-strength repair applications for smaller applications. Now that same trusted formula is available in XL cartridges (1,500 ml) for larger projects, to keep crews working longer with fewer interruptions—delivering more productivity, less waste and the same industry-leading performance.

Every minute on track matters. With the XL cartridge, crews can repair more than three times as many holes per cartridge on larger stretches of track repairs compared to the regular cartridges. Fewer changeouts mean smoother workflow, faster completion times, and less downtime spent swapping cartridges or handling packaging. The result: more holes repaired per shift and greater efficiency across the board.

Beyond increased productivity, the larger cartridge supports sustainability and cost savings. Using fewer cartridges per project translates into:

• Reduced packaging waste and disposal costs
• Simplified logistics and storage
• Less time managing empty containers

It’s a cleaner, more efficient approach that helps railroads and contractors meet environmental and operational goals simultaneously.

As rail maintenance operations look for ways to do more with fewer resources, innovations like the SpikeFast® XL cartridges make a measurable difference. It’s the same trusted product—just re-engineered to maximize uptime, minimize waste, and keep crews focused on what matters most: getting the job done.

Discover how the new XL cartridge can help your maintenance program increase productivity and reduce waste—without changing your proven process.

Learn more at WVCO Railroad Solutions 

WVCO Railroad Solutions — Your partner for the long haul.

The post Bigger Cartridges. Better Efficiency. Same Proven Results: Introducing XL cartridges for SpikeFast® ES-50 and SpikeFast® CTR-100 appeared first on Railway Age.

An Oct. 30 letter to the Surface Transportation Board co-authored by Senators John Hoeven (R-N.D.) and Amy Klobuchar (D-Minn.) asks the STB to “closely scrutinize” the proposed Union Pacific-Norfolk Southern merger, stressing “the potential disruptions to U.S. rail service resulting from a merger of this scale” and “the need for the STB to fully analyze the potential impact on long-term competition, including for agriculture producers, many of whom already face limited options for accessing rail service.”

Sixteen Senators—eight Republicans and eight Democrats—cosigned the letter (download below): Tim Sheehy (R-Mont.), Martin Heinrich (D-N.M.), Bill Cassidy (R-La.), Tina Smith (D-Minn.), Steve Daines (R-Mont.), Raphael Warnock (D-Ga.), Roger Marshall (R-Kan.), Patty Murray (D-Wash.), Mike Rounds (R-S.D.), Ruben Gallego (D-Ariz.), Roger Wicker (R-Miss.), Tammy Baldwin (D-Wisc.), Jim Banks (R-Ind.), Tammy Duckworth (D-Ill.), Joni Ernst (R-Iowa) and Dick Durbin (D-Ill.).

Addressed to STB Chairman Patrick Fuchs, Vice Chair Michelle Schultz and Member Karen Hedlund, the letter notes that “the STB’s post-2001 ‘Major Rail Consolidation Procedures’ were adopted specifically to place heightened emphasis on whether Class I railroad mergers enhance, rather than merely preserve, competition… The proposed UP+NS merger will be the first to come before the Board under these rules, and it is essential that you establish a strong precedent and apply these heightened standards in the way they were intended. If approved, a combined UP+NS would handle more than 40%of all U.S. freight rail traffic (a point made by Canadian Pacific Kansas City, which recently established a website stating its case against the UP+NS transaction)… a transcontinental system spanning 50,000 route-miles across 43 states. Service interruptions of this magnitude could have severe consequences, especially for agricultural producers. Time-sensitive shipments during harvest could be delayed or spoiled, export windows could be missed, and access to global markets could be sharply reduced… “We look forward to working with you to ensure the STB continues to promote an efficient, competitive, and economically viable freight rail network that serves the public interest.” 

The Senators added their viewpoint “has been endorsed by the Agricultural Retailers Association (ARA), Agriculture Transportation Coalition (AgTC), Alliance for Chemical Distribution (ACD), American Chemistry Council (ACC), American Crystal Sugar, American Farm Bureau Federation (AFBF), Freight Rail Customer Alliance (FRCA), Greater North Dakota Chamber of Commerce, Minn-Dak Farmers’ Cooperative, Montana Agricultural Business Association, National Industrial Transportation League (NITL), National Farmers Union (NFU), North Carolina Agribusiness Council, North Dakota Agricultural Association, North Dakota Farmers Union, North Dakota Petroleum Council, North Dakota Grain Growers Association, North Dakota Grain Dealers Association, North Dakota Trade Office and the Southern Rail Commission.”

Join Railway Age on March 10, 2026 for our “Next-Gen Freight Rail Conference” at the Union League Club of Chicago. Confirmed participants include Jim Vena (UP), Mark George (NS), Keith Creel (CPKC), Tracy Robinson (CN), and Patrick Fuchs and Michelle Schultz (STB).

The post Hoeven, Klobuchar to STB: ‘Closely Scrutinize’ UP+NS appeared first on Railway Age.

To express its concerns about the proposed Union Pacific-Norfolk Southern merger, Canadian Pacific Kansas City (CPKC) has established a page on its website stating it case against the possible combination and argues that the Canadian Pacific-Kansas City Southern transaction that created North American transnational CPKC was a “necessary merger.”

The CPKC web page expressing opposition to the merger states, in part:

“Union Pacific and Norfolk Southern propose to merge the largest Class I railroad in [the U.S.] with the fourth-largest. The two merging railroads already have extensive access to vast markets. The two railroads propose to combine to form the Union Pacific Transcontinental Railroad, or UP Transcon. The UP-NS mega-merger is unnecessary and will dominate rail transportation markets, reducing rail customer optionality in ways that cannot be undone. A UP Transcon will radically and permanently change the nation’s rail network.

“On its own, the combination of UP and NS at this time would pose unprecedented and far-reaching risks to customers, rail employees and the broader supply chain. A UP Transcon would control approximately 40% of the U.S. freight rail traffic and have unrivaled leverage that would reduce the bargaining power of rail customers. “These risks would be magnified by the inevitable follow-on rail industry consolidation. 

“It doesn’t have to be this way. Collaboration among the railroads without mergers in high-density east-west transcontinental traffic lanes can achieve the kinds of benefits UP and NS say they are pursuing by merging.

“Today’s existing six Class I railroads provide the necessary capacity and operational fluidity to safely drive years of service improvement, volume growth, truck conversion and value creation for rail shippers supporting the national economy, and the capability to serve the economy’s transportation needs and the nation’s shippers well for years to come.

“The STB’s approval of the CPKC merger is not justification for the UP-NS proposal. The combination of CP and KCS was necessary to unlock investments, create new routes and offer new optionality to shippers. There, the two smallest Class 1 railroads combined to better compete with larger competitors that already had single-line routes. Even though CPKC remains the smallest Class I, it is investing heavily in its previously underutilized U.S. rail corridor to create more competition and capacity for the U.S. freight network.”

Join Railway Age on March 10, 2026 for our “Next-Gen Freight Rail Conference” at the Union League Club of Chicago. Confirmed participants include Jim Vena (UP), Mark George (NS), Keith Creel (CPKC), Tracy Robinson (CN), and Patrick Fuchs and Michelle Schultz (STB).

The post CPKC: UP+NS Merger ‘Not in the Public Interest’ appeared first on Railway Age.

The plan (download below), ITD says, “evaluates the current condition and performance of Idaho’s rail network, identifies system-wide challenges and opportunities, and outlines strategies to strengthen rail infrastructure.” The plan will also explore key topics such as rail safety, grade crossings, and access for rail-served industries that help drive Idaho’s economy.

Unlike other statewide transportation plans, this plan does not allocate funding for specific projects, ITD noted. “Instead, it provides a strategic foundation that supports future grant applications and coordination with the Federal Railroad Administration (FRA) and other partners.”

“We want to hear from Idaho communities about how rail infrastructure is working today and what improvements would make the biggest difference in the future,” said ITD Freight Program Manager Caleb Forrey. “Your feedback will help us better understand statewide priorities and shape a plan that reflects Idaho’s needs.”

Railways in Idaho are operated by the private sector, with ITD having shared responsibility for safety at highway-rail crossings. As is the case with public transportation in Idaho, there are no dedicated state funding sources for freight or passenger rail beyond match funds for federally funded improvements to rail crossings.

The online survey is open through Nov.12 and takes about five minutes to complete. Feedback collected will be summarized in the final plan, which is expected to be released in spring 2026, and used to guide discussions with communities, railroads, and state and federal partners.

The post ITD Seeks Public Feedback on Idaho Statewide Rail Plan appeared first on Railway Age.

Among CN’s third-quarter 2025 highlights:

• Revenue ton miles (RTMs) rose 1% to 57.188 billion from third-quarter 2024’s 56.48 billion.
• Revenues of C$4.165 billion were up C$55 million, or 1%.

• Operating income of C$1.606 billion was up C$91 million, or 6%.
• Operating ratio, defined as operating expenses as a percentage of revenues, came in at 61.4%, an improvement of 170 basis points.
• Diluted earnings per share (EPS) of C$1.83 was up 6%.

CN says it “continues to deliver adjusted EPS growth in the mid to high single-digit range and continues to invest approximately C$3.35 billion in its capital program, net of amounts reimbursed by customers.”

“We are taking decisive actions to navigate a challenging macro environment including doubling down on productivity efforts, setting our 2026 capital spend at C$2.8 billion, down nearly C$600 million from this year’s levels, driving increased free cash flow on a go-forward basis. We are positioning this business to benefit from higher future volumes and ensuring everything we do enhances our customers and shareholders long term value,” said Robinson.

DOWNLOAD CN’s 3Q25 FINANCIAL REPORTS, INVESTOR PRESENTATION BELOW:

The post CN Delivers ‘Strong’ 3Q25 appeared first on Railway Age.

The city of Ottawa, Ont., is studying the potential to transfer the responsibility of the O-Train light rail system to the province. Metrolinx operates GO Transit and the UP Express system in the Toronto area. 

Since its opening, the O-Train has faced controversy over construction and maintenance issues, resulting in budget deficits and low ridership. Bringing the O-Train under Metrolinx control could potentially save Ottawa as much as $4 billion over 30 years, according to Premier Doug Ford. Currently, the city’s OC Transpo transit system, also operator of local bus transit, operates the O-Train.

At a recent council meeting, a motion was approved directing city officials to enter negotiations with the Government of Ontario for the transfer of the system to Metrolinx

—Bob Gallegos

The post Ottawa Considers Transferring Light Rail appeared first on Railfan & Railroad Magazine.

International Association of Sheet Metal, Air, Rail and Transportation Workers – Transportation Division (SMART-TD) members on BNSF, Norfolk Southern (NS), CN, and several Class II and Class III railroads have voted to ratify a new, five-year collective bargaining agreement that the union says, “delivers substantial economic gains and key improvements—without any concessions.”

Under the terms of the agreement, which was approved by nearly 70%, members will receive compounded wage increases of 18.77% over a five-year period. The first wage increase of 4.0% will be applied retroactively to July 1, 2025, with full back pay. The agreement also strengthens medical, dental, and vision benefits, and includes improved vacation benefits to improve quality of life for members and their families.

Negotiations between SMART-TD and the participating railroads took place over approximately nine months, culminating in a tentative agreement that was reached in early October. The high level of voter turnout and the results, the union says, “underscore the membership’s confidence in SMART-TD’s bargaining team and satisfaction with what was achieved at the table.”

“This contract represents a solid victory for our members,” said SMART-TD President Jeremy Ferguson. “We secured real wage growth, protected our work rules and crew consist agreements, enhanced our benefits, and achieved these gains without giving up a single concession or protection. Our members stood together and recognized the value and importance of this agreement, and it paid off.”

The new contract went into effect immediately on Wednesday, Oct. 29, 2025, at midnight when votes were tabulated, and its moratorium will remain in place until Jan. 1, 2030.

The post BNSF, NS and CN SMART-TD Members Ratify New Five-Year Agreement appeared first on Railway Age.

The update (download below) details the progress the MTA has made since the report was released last April, including more than $1.5 billion in funding to protect the subway system from flooding and Metro-North’s Hudson line from storm surge and sea level rise that were secured as part of the 2025-2029 Capital Plan.

The Climate Resilience Roadmap Update, the MTA says, outlines the need for increased partnership with the City of New York, including identifying 10 priority locations throughout the city where urgent action is needed by the New York City Department of Transportation (NYCDOT) and New York City Department of Environmental Protection (NYCDEP) to control stormwater flood impacts on neighboring communities and transit infrastructure including:

• 4 Av between Union St & 36 St, Brooklyn
• Canal/Lafayette/Centre Streets, Manhattan
• Castleton Depot, Staten Island
• Central Flatbush, Brooklyn
• Central Harlem, Manhattan
• Chelsea/Midtown South, Manhattan
• Cross Island Parkway, Queens
• Grand Av-Newtown, Queens
• Longwood Av, Bronx
• Mott Haven Yard, Bronx

The report also identifies nine interagency climate resilience actions between the City of New York and the MTA, including:

Heavy rain:  

• “Accelerate the pace of capital investments to increase stormwater management capacity, particularly in vulnerable communities adjacent to transit infrastructure. 
• “Maintain sidewalk curbs of sufficient size and catch basins of sufficient capacity to manage intense rain.  
• “Optimize storm sewer networks to send excess stormwater away from overloaded locations adjacent to MTA infrastructure to areas with spare capacity.”  

Coastal flooding:  

• “Sustain leadership and future-forward strategy towards coastal resilience in the New York City region.  
• “Manage the coordinated design and deployment of the city’s flood mitigation measures and deepen coordination with the MTA on emergency operations planning. 
• “Continue to advance City-led climate data collection and monitoring.”  

Extreme heat:  

• “Facilitate the development of thermal energy networks between public and private properties that can utilize waste heat from sources like the subway. 
• “Encourage new heat recovery and geothermal technologies that pull heat from vulnerable sites like subway stations.   
• “Provide consistent shade for transit customers by increasing tree canopy.” 

In the 18 months since the MTA’s inaugural Climate Resilience Roadmap was released, the agency says “significant progress” has been made in initiating and completing numerous actions under the Roadmap’s 10 goals and related strategies, such as shielding subway stations and tunnels from stormwater. Some of the highlighted strategies for protecting subways included boosting collaboration with City agencies, protecting subway tunnel walls from leaks, and installing sidewalk-level protection. 

The MTA has worked with NYCDEP to clean priority catch basins before heavy rainfall events and cooperated on drainage planning, inspected tunnels and sewers, and identified 2025-2029 Capital Program for sidewalk-level protections at priority stations.

For more information on progress made on the Climate Resilience Roadmap, visit the MTA Climate Resilience Roadmap: Progress Update on page 32.

“Transit is the antidote to climate change, but the system can’t work well if it’s constantly getting pounded by severe storms and torrential rain,” said MTA Chair and CEO Janno Lieber. “Working with Governor Hochul and the City, we must continue to harden our infrastructure to withstand the effects of increasingly extreme weather events.”

“We are taking action to protect our infrastructure and the New Yorkers that rely on it from the impacts of climate change,” said MTA Construction & Development President Jamie Torres-Springer. “This roadmap update highlights the progress we’ve made even in the last eighteen months and lays out the path forward in partnership with the City of New York and other stakeholders.”

The Climate Resilience Roadmap Update follows the release of the Climate Resilience Roadmap in April 2024 and the 20-Year Needs Assessment in October 2023, “the most rigorous and transparent assessment of the MTA system to date, outlining the MTA’s region’s needs for the next generation,” the agency noted. “It provides a blueprint to strengthen and expand the system, while improving reliability and resilience to withstand extreme weather challenges in the future.”

The post NYMTA Releases Climate Resilience Roadmap Update appeared first on Railway Age.

If approved by the membership, the tentative agreement, BLET says, would run through 2030 and would provide for a guaranteed 40-hour work week, a signing bonus, and general wage increases each year through the life of the agreement. The tentative agreement also includes improvements to holiday pay, paid time off, and other provisions.

Members governed by this tentative agreement belong to BLET Division 16, the union’s short line division. The negotiating team consisted of Grievance Chairman Frank Graves and National Vice President James Logan. BLET first organized the WNYP property, which extends across southwestern New York and northwestern Pennsylvania from Hornell, N.Y., to Meadville, Pa., and Oil City, Pa., and north and south of Olean, N.Y., in 2008.

Ballots are due back to BLET’s National Division by Nov. 11.

The post BLET, WNYP Reach Tentative Agreement appeared first on Railway Age.