High-production, computer-driven track machines and inspection vehicles perform one of the most critical of maintenance-of-way (M/W) functions: keeping ballast in a state-of-good-repair to provide a smooth-running surface with excellent drainage. Any experienced railroad civil engineer will tell you that track is only as good as the ballast holding it in place. Ballast, which is dumped, spread, tamped, profiled and cleaned, serves many purposes, the most important of which is drainage.
Following is a roundup of offerings from suppliers who responded to Railway Age’s inquiries about how they are continuing to innovate and improve ballast maintenance technology.
Brandt’s RTB100 supports a wide range of attachments powered by high-flow hydraulics.
Brandt
Launching in the U.S. this year, the new Brandt RTB100 Hi-Rail Backhoe builds on previous models to deliver “a powerful, flexible, and efficient solution” for ballast maintenance and inspection support—whether digging out fouled ballast, cleaning drainage ditches, or performing general maintenance of way work, the company tells Railway Age.
Brandt, which it notes “has decades of experience designing M/W solutions,” went to “the experts—rail operators and contractors—when creating the RTB100 to understand their pain points.” Operators, the company says, expressed frustration with inefficient and costly M/W solutions and asked for machines that can do more with less. “That’s why the Hi-Rail Backhoe delivers more productivity and machine versatility to improve return on investment (ROI),” Brandt says.
Built on a John Deere 320P chassis, the RTB100 pairs Brandt’s purpose-built hi-rail gear with Deere’s proven reliability to give rail operators “unmatched performance and uptime in demanding track environments,” the company says. The RTB100 supports a wide range of attachments (buckets, grapples, tie handlers) powered by high-flow hydraulics, “enabling quick response and high performance across ballast and drainage tasks.” The machine’s 24.9 mph travel speed and three-minute rail-to-road conversion “make it ideal for inspection and spot maintenance work—keeping crews moving efficiently between job sites.”
Loram
Loram provides a complete suite of ballast maintenance tools for customers from initial inspection through to completed maintenance programs. Using a combination of Ground Penetrating Radar (GPR), LiDAR, track geometry data, and other inputs, Loram says it can deliver to customers “a comprehensive assessment of current track conditions and prioritized work plans that can be integrated into existing Geographic Information Systems (GIS).” Additionally, analysis can be done to determine the effectiveness of maintenance that has already been done, as well as predict future maintenance needs.
When it comes to executing ballast maintenance, Loram says it “has tools to remediate both internal and external drainage issues. Internal drainage is most effectively maintained with shoulder ballast cleaning. Loram utilizes the highest production shoulder ballast cleaners available, excavating and screening shoulder ballast down to the bottom of the ballast layer. The integrated scarifier is used to pull fouled ballast out from under tie ends, breaking up mud caps that prevent water from draining out of the crib of the track. Because there is minimal disturbance to ballast structure under the tie when shoulder cleaning is performed, trains typically run at track speed directly after an SBC with no slow order required.”
In areas where complete ballast renewal is required, Loram’s Track Lifter Undercutter (TLU) and Undercutter Cleaners (UC) deliver “best-in-class productivity,” the company tells Railway Age. Using patented digging wheel technology these machines cut in to track unaided, “dramatically reducing the amount of time, equipment, and labor required to start and finish an undercutter job.” The TLU and UC machines are also capable of high-lift, high-speed track lifting with the capability to lift up to one foot in a single pass at speeds more than three miles per hour.
When ballast excavation is required for short sections of track, or near specialty track assets (bridges, crossings, turnouts, tunnels, etc.), Loram’s LRV vacuum excavator is “the railroads’ machine of choice.” The LRV pairs vacuum power with a manipulator that can apply 5,000 pounds of force at the tip of the nozzle and is able to excavate even the most fouled and cemented ballast in hard-to-reach locations. In addition to excavating in tight clearances on ballast deck bridges, in tunnels and around switches and crossings, the LRV can perform mud spot undercutting and removal, cross drain or trench digging and drain cleaning. Because there are no moving parts associated with vacuum excavation, ballast “can be removed from critical, typically expensive components without any damage.”
When external drainage maintenance is required, Loram’s Badger Ditcher and DC Max Ditchers are :the industry standard for high-speed ditch creation. These high-efficiency machines can excavate material at up to 800 tons per hour to quickly restore drainage and direct water away from the track. A clean and consistent ditch diverts runoff away from the track quickly, ensuring soils do not become saturated and less stable and is part of any comprehensive drainage solution.”
“Year over year the ballast maintenance business is consistent,” Loram tells Railway Age. “Customers understand the value of a solid ballast maintenance program and the importance it has in ensuring consistent operation of revenue service trains.”
Loram says it is also currently developing a next generation vacuum excavation machine, the Loram Track Vac (LTV), which will be entering the company’s revenue service fleet in early 2026. “Customers are looking for ways to get boots off the ballast and put personnel up on machines, or in cabins, wherever possible,” Loram notes.
Miner Enterprises
Miner’s AggreGate® line of ballast outlet gates, control systems and accessories is available in electric, air-powered and manual operating models. AggreGate outlet gates are suitable for both retrofit and new car systems.
“Miner’s AggreGate is proven to be a safe and efficient method of unloading ballast, whether the railroad wants a simple manual unloading or a fully automated standalone system,” says Miner Enterprises Director of Sales Paul Aspengren. “More than 7,200 carsets of Miner AggreGates have been sold into service since it first received AAR certification more than four decades ago.”
The newest model, the solar-powered stand-alone electric AggreGate, “enables railroads to bring more efficiency and flexibility to their maintenance-of-way operations,” according to the company. “By integrating solar power into each railcar, it enables independent operation of every car from anywhere within the ballast train. This eliminates the need for grouping manual and automatic cars.”
The AggreGate remote-control system features a push button override that allows individual car and gate selection. Operators “can effectively ballast inside, outside or both sides of the rail simultaneously.”
The dual cylinder air-powered AggreGate is also available in either pushbutton or remote-control operation. The operator can select a specific car and gate, as well as control ballast flow, “ensuring more accurate ballast discharge from distances as great as 300 feet.”
The manual AggreGate is available with transition sheets designed to enable new or retrofit application to any open-top hopper car. It features a three-position handle “for easy opening and closing of doors.” Spring tension holds the large guillotine door in position at any opening for controlled flow of ballast. According to the company, Miner AggreGates “are the most specified ballast gates in the industry.”
Pavemetrics®
“As railways look ahead to 2026, they face growing pressure to maintain expanding networks safely, efficiently, and sustainably—often with fewer resources and limited maintenance windows,” Pavemetrics® tells Railway Age.
Pavemetrics®, through its Railmetrics® brand, part of Eddyfi Technologies’ Automated Vision Systems,” is helping rail operators meet those challenges” with its LRAIL™ system.
“In today’s market, railways are seeking ways to improve accuracy, repeatability, and speed of track inspections while reducing manual work and disruptions,” the company notes. “LRAIL combines high-speed 3D laser technology with AI-driven analytics to automatically measure every critical track component—including ballast, crossties, rail, fasteners, and turnouts—at full track speed and with zero disruptions to operations.”
For ballast inspection, LRAIL provides a continuous 3D view with a transversal field of view of 11.5 feet, “allowing a clear assessment of ballast levels and shoulders beyond the ends of crossties. Automated analysis identifies areas of insufficient or excess ballast, as well as fouled ballast such as mud spots, generating configurable reports aligned with each railway’s standards.”
Recent developments at Pavemetrics® focus on data processing and analysis algorithms, “enabling timely insights and supporting more proactive, predictive maintenance strategies,” the company says. “Ultimately, railways want data they can trust—objective, comprehensive information that helps them make faster, safer, and smarter maintenance decisions.” LRAIL, Pavemetrics® adds, “delivers exactly that: automated, reliable insight that makes inspections safer, decisions clearer, and railways stronger.”
Pettibone
The Pettibone Speed Swing 445F2 is described as “a versatile machine that utilizes numerous rail maintenance attachments, including a handful that are designed for efficient ballast work.”
A track cleaning bucket can be used to clear excess ballast as the machine travels on the rails. The Speed Swing can also use a switch broom to sweep switches and remove ballast and debris from the area. For rail crossing maintenance, the Speed Swing often uses rail mat tongs to place mats, followed by a general-purpose bucket for scooping and laying down ballast where needed.
When equipped with an AAR car coupler, a Speed Swing can also pull ballast-filled railcars.
The Speed Swing 445F2 is powered by a 163-horsepower Cummins Tier 4 diesel engine and includes a 49-gallon fuel tank, a 29% increase in capacity over the previous model. Offering a maximum front load capacity of 10,000 pounds and maximum side load capacity of 8,000 pounds, the 445F2 features 180-degree boom rotation. The Speed Swing can travel up to 25 mph on hi-rail and 20 mph with all-terrain rubber tires.
Plasser American
“With shorter work windows, railroads need reliable, high-capacity solutions for ballast cleaning and maintenance,” Plasser American tells Railway Age. The company offers a full fleet of machines that ensure precise track geometry and track availability.
“Undercutting and shoulder cleaning remain the best way to ensure clean, unfouled ballast,” says Plasser American, whose RM802, “the largest undercutter in the U.S.,” can work up to 2,000 feet per hour with pre-dumped ballast. The RM80-800 is designed to work at high speeds, even through fouled and muddy conditions. The RM80-800 also includes track lifting and lining devices to allow the machine to clear track side obstacles.
For shoulder cleaning, Plasser American offers the FRM85 and FRM802 machines. “Our Shoulder Ballast Cleaners are designed to cut the entire shoulder width and full depth in one single pass to provide a productive and efficient operation,” the company tells Railway Age. “Offered with a single shaker box, or for higher performance, a double shaker box configuration, these units maintain clean ballast shoulders, promoting proper drainage and reducing the frequency of maintenance cycles.”
Plasser American’s next-generation GRM4000 is the newest tamper in the company’s high production GRM Line. The GRM4000 offers a modified design with a two-tie tamping unit “to significantly increase the production rate and improved weight distribution designed to be transported by road trucks or flat cars,” the company notes. Furthermore, the addition of the Autonomous Remote Stabilizer Upgrade Kit “links” the new GRM4000 remotely to the popular Plasser Dynamic Track Stabilizer PTS90C. This kit consists of two modules—one is installed on the existing stabilizer and the counterpart on an independent lead machine, such as a GRM4000. Once installed, the stabilizer can be fully controlled by the lead machine operator and requires no additional operator. This remote upgrade, Plasser American says, “keeps headcount low and performance high, while radar safety solutions ensure safe operation on track. Field tests proved the feasibility and safety of the new upgrade kit and delivered the expected results. This new upgrade kit supports the industry’s commitment to safety and efficiency.”
“Ballast maintenance remains a core, recurring expense for railroads, and the right mix of high-performance machines, data-driven planning and targeted investments will lead to life-extension value from their infrastructure,” the company notes. “Plasser American’s ballast cleaning and surfacing equipment are established tools in railroad’s toolboxes designed to reduce track downtime, lower lifecycle costs and help networks return to service sooner after heavy work.”
RCE
The original Fiscal Year 2025 forecast for the overall construction industry was down 5% to 10%, RCE tells Railway Age. “The year has tracked along this path with lower purchase volumes and a shift to rental demand. The primary concern was the impact of tariffs on the overall economy. Thus far, the impact has been minimal as many of the OEMs have absorbed price increases. It is estimated that the industry will be flat or grow slightly in 2026, and the outlook is more positive. In Fiscal Year 2026, tariffs are estimated to impact pricing by 3% to 5%.”
In September, at the American Railway Engineering and Maintenance-of-Way Association (AREMA) show, RCE unveiled the GlideRail Backhoe, “a purpose-built John Deere backhoe equipped with RCE’s new hi-rail gear system engineered for unmatched operator control, smooth transitions, and maximum versatility.”
The GlideRail, the company says, “represents the next evolution in RCE’s industry-leading lineup of hi-rail equipment, designed to help rail contractors and maintenance teams get the job done—faster, safer and smarter.”
“Our customers asked for a hi-rail backhoe that could handle everything—from tight urban rail maintenance to heavy-duty tie replacement—and transition seamlessly between on- and off-track work,” says Brian Benck, President at RCE Equipment Solutions. “The GlideRail delivers exactly that. It’s simple to operate, built with high quality and durability in mind, and designed to keep crews moving.”
Key features of the GlideRail:
- Independent front and rear controls for seamless operation.
- Automatic down-pressure relief on the rear rail gear.
- Front oscillating hi-rail axle for smooth on/off-track transitions.
- Bolt-on design for easy installation and serviceability.
- Maintains full loader-arm functionality in hi-rail mode.
- Utilizes existing OEM stabilizers—no added complexity.
- Compatible with John Deere 320P, 320P HL, and 310G (No DEF) models.
- Backed by JDLink™ telematics, 500-hour engine service intervals, and the nationwide John Deere dealer network.
Optional attachments include a general-purpose bucket, rotating tie head, tamper head, forks and a cold air blower, “giving contractors the flexibility to configure the GlideRail for nearly any rail application,” says RCE, which also announced a partnership with GKD in 2025 that includes technology features added to the company’s Railavator machine lineup: enhanced vision systems, height and slew settings, and obstacle detection. This technology, RCE says, “helps with safety initiatives on the tracks.”
As customers continue to look for equipment versatility, RCE says next year it will have one of its “biggest product announcements in the company’s history,” though it “is not ready to talk about it just yet.”
