Prototype News

Keith Andersen has joined PNW Railcars, Inc. (PNWR), a subsidiary of Mitsubishi HC Capital Inc., as Chief Commercial Officer.

He is responsible for driving revenue growth and strengthening operations at the full-service railcar leasing, maintenance, and management company headquartered in Portland, Ore.

Andersen, based in Chicago, has more than 30 years of experience in railcar leasing and operations, plus expertise spanning the full range of railcar asset types. He served previously as Senior Vice President of Sales for Wells Fargo – First Union Rail and spent much of his career in senior leadership roles, most notably as Executive Director of Sales and Leasing at Wells Fargo Rail and its predecessor organizations. Andersen holds an M.B.A. from Lake Forest Graduate School of Management.

“We are thrilled to bring Keith on board at PNWR,” said Andy Vestergaard, CEO of PNWR. “Keith’s industry experience and long track record of commercial leadership will be a great benefit to us and our customers.”

The post PNWR Taps Andersen as CCO appeared first on Railway Age.

Two of the 10 carload commodity groups posted an increase for the week ending Sept. 20, 2025, compared with the same week in 2024, according to the AAR. They were grain, up 2,170 carloads, to 23,147; and metallic ores and metals, up 380 carloads, to 20,358. Commodity groups that posted decreases compared with the same week in 2024 included coal, down 3,112 carloads, to 60,029; miscellaneous carloads, down 1,644 carloads, to 8,634; and nonmetallic minerals, down 736 carloads, to 31,402.

For the first 38 weeks of 2025, U.S. railroads reported cumulative volume of 8,423,372 carloads, up 2.2% from the same point last year; and 10,289,962 intermodal units, up 3.6% from last year. Total combined U.S. traffic for the first 38 weeks of 2025 was 18,713,334 carloads and intermodal units, an increase of 3.0% compared to last year.

North American rail volume for the week ending Sept. 20, 2025, on nine reporting U.S., Canadian and Mexican railroads totaled 330,479 carloads, down 2.6% compared with the same week last year, and 366,778 intermodal units, down 1.2% compared with last year. Total combined weekly rail traffic in North America was 697,257 carloads and intermodal units, down 1.8%. North American rail volume for the first 38 weeks of 2025 was 25,749,161 carloads and intermodal units, up 2.4% compared with 2024.

For the week ending Sept. 20, 2025, Canadian railroads reported 89,916 carloads, down 2.8%, and 72,704 intermodal units, up 4.2% from the same week last year. For the first 38 weeks of 2025, they reported cumulative rail traffic volume of 6,140,957 carloads, containers, and trailers, rising 2.1%.

Mexican railroads reported 11,954 carloads for the week ending Sept. 20, 2025, down 13.1% from the same week last year, and 12,006 intermodal units, down 0.2%. Their cumulative volume for the first 38 weeks of this year came in at 894,870 carloads and intermodal containers and trailers, a fall-off of 7.5% from the same point last year.

The post AAR: U.S. Rail Traffic Down in Week 38 appeared first on Railway Age.

Formed through the strategic merger of Triple Crown Services Company and Thoroughbred Direct Intermodal Services, Inc., TCSI is “delivering smarter, faster, and more flexible logistics solutions” across its network, NS said. This includes the operation of the Class I’s TCZU private container fleet with expanded service routes connecting Toledo and Mexico.

According to NS, TCSI ensures freight moves with precision from origin to destination. Whether it’s a short-haul delivery or a complex intermodal move, the NS team delivers with “agility and consistency,” the Class I noted.

With one point of contact and one trusted brand, customers benefit from a streamlined experience, NS said. TCSI eliminates complexity and confusion, making it easier to plan, track, and manage shipments. “With TCSI’s implementation of ModalView technology, we’re enhancing real-time visibility for street-level load tracking and accelerating access to critical documents. This combination allows us to fully onboard a customer and tender a load within a single day,” NS said.

From seasonal surges to specialized freight, TCSI flexes to meet demand, according to the Class I. NS’s network of motor carrier partners ensures the railroad is ready when customers need them most.

“We took the best of both legacy companies and created something stronger, so our customers can benefit from a more agile, responsive, and reliable supply chain partner,” said TCSI President Cheryl Trate.

Backed by NS’s rail network and powered by a customer-first mindset, TCSI is “helping shippers navigate today’s complex supply chain with confidence,” the Class I said.

“We’re not just delivering freight—we’re delivering operational efficiency, simplified logistics, and strategic value,” said Stefan Loeb, NS Vice President of Business Development and First and Final Mile Markets. “Triple Crown Services, Inc. is designed to make doing business with Norfolk Southern easier, faster, and more effective—so our customers can focus on growth, not complexity.”

In related news, NS recently announced that the Class I is ready to meet the demand of unexpected supply chain disruptions with a logistics network that is “built for stability, flexibility, and growth.”

“Intermodal freight isn’t just a passing trend; it’s a fundamental shift in how businesses build resilience. By combining the efficiency of rail with the flexibility of trucking, intermodal offers both cost and sustainability advantages while giving supply chains greater adaptability,” NS said.

According to Association of American Railroads (AAR) statistics, in the first half of 2025, U.S. intermodal volume climbed by 5.1% year over year—the third strongest start ever for the sector. That surge, NS says, underscores how businesses are rethinking their logistics strategies to capture efficiency and reliability at scale.

Norfolk Southern says it is well positioned with the most extensive intermodal network in North America. “We have partnerships with more than 50 inland, lake, sea, and river ports on the East Coast, and we have connections to Midwest hubs and fast-growing manufacturing regions, giving customers access to markets that matter most.”

To expand market reach, NS also works with other Class I rail partners to create innovative interline service products. The latest example leverages Union Pacific’s (UP) premier network to connect customers with key western and southern markets and NS’s modernized intermodal facilities in the Louisville area.

Through the Intermodal Service and Terminal Finder, businesses can see how NS’s strategic footprint aligns directly with areas of economic growth, “providing reach and resilience where it’s needed most.”

The value of NS, the Class I says, isn’t only in its trains and tracks. “It’s in the partnership we bring to customers. Norfolk Southern collaborates with businesses to develop tailored intermodal solutions, combining expertise, infrastructure, and customer-first service.

“We’ve invested heavily in technology-driven operations, from stack optimization to terminal and capacity management, to real-time tracking platforms that give customers full visibility and one central location for each shipment so they can operate with confidence and control.”

The post NS Introduces Triple Crown Services, Inc. appeared first on Railway Age.

The 87th St./Woodruff Station on the Metra Electric Line, which has been closed since December 2024 for a complete rehabilitation, will reopen on Oct. 6, Metra reported Sept. 23. It is the last of three Metra Electric (ME) stations renovated under one $33.9 million contract with IHC Construction of Elgin, Ill. (see map below). The project was funded through the Rebuild Illinois capital program.

According to the Chicago-based commuter railroad, the new station now has an enclosed, ADA-accessible street-level entrance and lobby with an elevator; new stairs and headhouse; new composite deck platform; and new lighting and signage. Similar work was completed at the 79th St./Chatham Station, which reopened in December 2024, and the 103rd St./Rosemoor Station, which reopened in March 2025.

Metra reported that the IHC Construction contract was awarded for all three stations in an aim to “carry out the work more efficiently,” and the work was staged so that no more than two of the stations were closed at a time.

The work was part of a multiyear, multimillion-dollar plan to reconstruct numerous stations on the line, including making them accessible to persons with disabilities, according to the railroad. Similar work was already completed at the 147th St./Sibley Blvd. and Homewood stations in 2024, and is under way at the 95th St./Chicago State University Station.

Although the 87th Street Station was built to be fully ADA accessible, the station may not always be accessible initially, Metra noted, because construction work at 95th Street “may require periodic track shifts and temporary, inaccessible boarding procedures during the midday Monday through Friday (9 a.m. to 4 p.m.).” Riders, it said, are advised to check the Service Alerts to verify that the station is accessible prior to travel.

“We want to thank the riders at all three of these stations for their patience and understanding as we worked to make them more welcoming, comfortable and accessible facilities,” Metra Executive Director/CEO Jim Derwinski said. “We are happy that our efforts to invest in our stations and promote transit ridership are starting to pay off.”

Separately, earlier this month and just days after the Surface Transportation Board granted Metra’s application for terminal trackage rights to continue commuter rail service over three Union Pacific-owned lines in Chicagoland, UP filed a lawsuit in federal court seeking compensation from Metra. Also, Siemens Mobility late last year announced that it will continue its efforts to “future-proof legacy rail networks across the country” by partnering with mission-critical wireless data network developer Ondas Networks to upgrade Metra’s legacy 900 MHz communications network with Siemens Mobility’s Airlink wireless networking equipment.

MTA Metro-North Railroad on Oct. 6 will launch what it is calling faster “super-express” trains on the Hudson Line between Poughkeepsie, N.Y., and New York City (download map below). The service introduction is part of the new railroad schedule that takes effect Oct. 5. These new trips were announced in New York Gov. Kathy Hochul’s 2025 State of the State address. Initially projected to launch in 2026, Metro-North announced on Sept. 23 that work was completed ahead of schedule, allowing service to begin in October (watch announcement video above).

Metro-North is shortening five trips between Poughkeepsie and Grand Central to less than 90 minutes and one trip down to 95 minutes, which it said will deliver “the fastest trips ever between the two cities.”

The travel time for a non-express trip between Poughkeepsie and Grand Central can be up to 115 minutes, depending on the number of stops. The run time improvements cut travel times by as much as seven minutes one way compared with the current super-express train schedules, and by as much as 20 minutes one way compared with non-express trains. Click here for a schedule of “super-express” Hudson Line trains.

Adjustments to dozens of other trains, along with schedule optimization, resulted in clear paths for these Hudson Line Super Express trains to operate more efficiently, according to Metro-North. The commuter railroad’s team was said to have used specialized train-simulation software and in-depth analyses of GPS and signal data to create new timetables that shave up to seven minutes from some Hudson Line trains both into and out of New York. Additionally, improvements to Metro-North’s signaling infrastructure have allowed the railroad to increase train speeds and reduce the effect of speed restrictions along the Hudson Line, resulting in improved run times for some trains. 

“Thanks to these schedule improvements, riders can get where they need to go faster, while continuing to enjoy the safe, reliable service they expect from Metro-North,” Metro-North Railroad President Justin Vonashek said during the service announcement on Sept. 23. “These enhancements build on the railroad’s record-setting reliability with a systemwide on-time performance of 98%—and with more improvement work under way, this is only the beginning.”

Separately, the New York Metropolitan Transportation Authority (MTA) this month announced that new 4,200-horsepower Siemens Charger locomotives received last year for testing have begun passenger service on Metro-North’s Hudson Line, “providing riders with even more reliable service while reducing airborne pollutants by 85%, all while producing 1,000 more horsepower than the current fleet.”

“Hurricane Sandy [in 2012] wasn’t as much of a wake-up call for the Port Authority as it was a reminder,” PANY/NJ reported Sept. 23 in a special website article. “Three years before the storm hit, the agency started incorporating sea level rise into its design and engineering plans. In 2009, it was a rudimentary approach, adding a foot across the board into blueprints, plans and calculations. By 2015, the Port Authority committed to a deeper understanding of the impacts of sea level rise at each of its facilities by weaving more customized, site-specific challenges into its plans.”

Now, on the 10th anniversary of those climate resilience design guidelines, the agency is looking back on new construction that it said has “quietly reshaped how its airports, seaport, bridges, tunnels, and transit system are built to withstand the future.” Railway Age reproduces the rest of the article below.

“Building codes are typically backwards looking, tending to protect against extreme weather conditions as they have historically occurred,” said Sarah Colasurdo, the Port Authority’s Climate Resilience Program Manager. “The challenge with climate change is that conditions aren’t static. They’re changing. And if we’re going to invest in assets that are meant to last decades, we have to design them for the conditions we expect in the future, not just the present.”

Those conditions have been changing for longer than many may realize. According to the New York City Panel on Climate Change, sea levels in and around New York have risen over 14 inches since 1900, about an average of 1.2 inches per decade. After the storm surge from Hurricane Sandy devastated the region in October 2012, the need for a more tailored approach became clear. Local scholars on that climate change panel developed more detailed and localized projections of sea level rise and storm surge. That gave the Port Authority the ability to customize solutions for its own facilities, many of which are located close to or directly on the water.

From the beginning, Colasurdo said, the idea was to weave resilience into any plans the agency had to update or upgrade its infrastructure. That meant building floodwalls, raising electrical systems, or installing pumps, barriers, or reinforced glass. Additionally, the projected sea level rise around a facility is adjusted for its expected service life. A building that could be decommissioned by 2030 may not be built to the same standards as one that’s expected to last another several decades.

“It’s an incremental approach. Every time we upgrade or repair something, we look at whether we can elevate it, protect it, or cost-effectively reduce future downtime from flooding. Over the course of decades, you end up touching every part of a facility. And every time you do, you make it stronger.” —Sarah Colasurdo, the Port Authority’s climate resilience program manager

That approach is visible across the region—though not always noticeable, by design. At PATH stations in Hoboken and Jersey City, flood barriers can be rolled out, sealed watertight, and then stowed away to keep trains moving after a storm, with headhouses and entrances featuring reinforced aquarium glass. At LaGuardia Airport, electrical infrastructure has been raised, and airfield pumps are in place to remove water quickly. Even in airport terminals the Port Authority did not build or does not operate, its guidelines have been incorporated, making them more protected than they would have been under standard building codes alone.

The work doesn’t always look dramatic, and that’s by design, Colasurdo said.

“If it’s done well, these measures blend into the urban fabric,” she said. “Most people won’t even realize they’re there.”

Some facilities, she added, are designed to live with water, built to accept that certain areas may flood without significantly disrupting operations. That includes parts of the agency’s seaport complexes, which rely on their proximity to the water to function.

The guidelines also connect to the Port Authority’s broader climate commitments. In 2018, the agency became the first U.S. transportation agency to adopt the Paris climate agreement, and three years later pledged to reach net-zero carbon emissions by 2050. Since then, the agency has launched a multitude of programs to electrify its vehicle fleet, invest in renewable energy, and work with its partners to cut emissions across the region.

The resilience guidelines form another arm of the Port Authority’s climate strategy. Reducing emissions may slow climate change, but preparing for the impacts already locked in is essential as well, Colasurdo said.

“It might look like a big price tag, but the cost of inaction is usually much higher,” Colasurdo said.

The 10th anniversary of the guidelines arrives with the Port Authority far better prepared for the storms ahead, Colasurdo said, thanks to the proverbial blueprint laid out 10 years ago and the mindset of proactive readiness that they’ve inspired.

“We are much more able today to withstand extreme storm surge events and get back up and running quickly,” Colasurdo said. “Our goal working in resilience and sustainable design is not just to reduce our own carbon footprint, but to ensure our facilities can keep running safely and smoothly following the next big weather event.”

• Hurricane Sandy, Ten Years Later
• PANY/NJ: Prep for Hurricane Season Is Year-Round Effort
• Arcadis lands NYCT post-Sandy work
• NJ Transit gets disaster relief funds
• Guest Editorial: Flood-proofing; coal’s future
• Hurricane’s impact dampens U.S. freight traffic
• PATH again links Hoboken and Manhattan
• Hurricane Sandy devastates NY/NJ-area passenger rail systems

The post Transit Briefs: Metra, MTA Metro-North, PANY/NJ appeared first on Railway Age.

To meet demand, BNSF recently added new intermodal services providing the needed speed and efficiency, and all thanks to collaboration with Patriot Rail, the Utah Inland Port Authority and CSX, allowing us to immediately deliver that value.  

“By continuing to create more opportunities to convert over-the-road freight to rail, we provide a cost-effective, direct solution to bring freight to the dynamic and growing areas,” Jon Gabriel, BNSF’s Group Vice President of Consumer Products, said. “Partnering with other transportation providers allows us to meet that need sooner than later.” 

Here are some of the ways we’re helping to bring our customers—and their customers, the consumer—efficient, reliable intermodal services across our network and beyond. 

In July, we announced our new expedited intermodal service from Los Angeles to Houston that shaves two days from previous transit times. The new third-day service from the Hobart terminal in Los Angeles to the Pearland facility in the Houston area is designed to meet the needs of customers that require faster service, especially for those currently draying intermodal loads from Dallas-Fort Worth to Houston. 

With expanded capacity and improved transit times out of Southern California across BNSF’s busy Southern Transcon route, this new service brings more capacity and consistency for both current and prospective customers. 

Also in July, in partnership with Patriot Rail and the Utah Inland Port Authority, BNSF officially opened our new intermodal facility in Salt Lake City. This facility will be used in conjunction with our new service between California and SLC.  

“This new facility is an exciting opportunity to improve our capacity and efficiency as the industry’s intermodal leader, providing more flexible, competitive options for our customers,” said BNSF Executive Vice President and Chief Marketing Officer Tom Williams. “This new facility will strengthen our supply chains from the West Coast to Utah and beyond.” 

The 43-acre site is managed in close coordination with Patriot Rail, which will provide terminal operations and infrastructure support. 

Western railroad BNSF is partnering with CSX in the East to offer several new intermodal services. These will provide customers with seamless, efficient, coast-to-coast solutions and will include: 

• Coast-to-coast, direct domestic intermodal services between Southern California and Charlotte, North Carolina, and Jacksonville, Fla. 

• Service between Phoenix, Arizona, and Atlanta, aiming to convert over-the-road freight to rail through a seamless product (between Phoenix and Flagstaff, two new 10,000-foot sidings will further support this growing market by enabling more efficient meet/pass operations on the route connecting to BNSF’s Southern Transcon).

• Direct international intermodal services between the Port of New York and New Jersey, and Norfolk, Va., and Kansas City.

This collaboration between BNSF and CSX is a direct example of delivering immediate value to customers with faster, more reliable service while maintaining the flexibility and optionality needed for effective supply chains. 

Covering 32,500 miles, BNSF is the largest intermodal railroad, handling more than 1 million additional intermodal loads annually than our competitors. With that reputation, and a desire to grow with our customers, these new services promise to build on that history of success. 

The post BNSF Intermodal: We’re Going Where Markets Are Growing appeared first on Railway Age.

The Chicago Chapter of the National Association of Railway Business Women (NARBW) is marking 100 years of empowering women in rail with a celebration, to be held Nov. 1 at the Palos Hills Country Club in Orland Park, Ill. The event will feature a commemorative program, dinner, dancing, and opportunities to connect with industry colleagues, family, and friends.

In the early 20th century, women working in rail offices were often excluded from professional spaces and advancement opportunities. One defining moment came when Hazel Cornell saw a sign at Chicago Union Depot that read “FOR RAILROAD MEN ONLY.” In response, she co-founded what would become the NARBW—creating a space where women in rail could find support, recognition, and community. Her vision sparked a movement that continues today in chapters across the country.

Founded in 1925 as the second NARBW chapter, the Chicago Chapter has been a driving force for mentorship, leadership, and lifelong friendships. Once nearly 1,000 members strong, the chapter faced steep decline as rail jobs shifted. But in 2015, a small group of determined women reignited its legacy. Today, with more than 50 active members, the chapter continues to thrive.

NARBW’s motto—Connecting, Learning & Giving—is more than words; it’s a lived experience in Chicago. The chapter hosts guest speakers and social events that foster connection and growth, offers a scholarship program to support learning, and engages in community service projects that reflect a spirit of giving. From professional development to charitable outreach, the Chicago Chapter embodies the values that have guided NARBW for a century.

“This centennial is more than a celebration—it’s a tribute to the resilience, leadership and camaraderie that define our chapter,” says Jasmine Manley, President of the Chicago Chapter. “We’re excited to honor our legacy and look ahead to the next 100 years.”

Following are the details for the Centennial Celebration:

• Saturday, Nov. 1, 2025
• Palos Hills Country Club, 13100 Southwest Highway, Orland Park, Ill.
• $100 per guest (includes dinner, dancing, and open bar). Pay via Zelle or PayPal: narbwchicagotreasurer@gmail.com (reference “100th ANNV”)
• Coming from out of town? Stay at DoubleTree by Marriott – Alsip.
  • Group Code: NAR
  • Rate: $157.07 per night
  • Dates: Oct. 31–Nov. 1.  Book by Sept. 30.
  • Free shuttle to/from Midway Airport (advance request required).

Looking beyond the Centennial Celebration, NARBW members will gather again for the National Convention, taking place in Roanoke, Va., on May 1-2, 2026. This annual convention offers members from across the country a chance to connect, share ideas, and shape the future of women in rail.

NARBW is a supporting organization for the 2025 Railway Age / RT&S Women in Rail Conference, to be held Oct. 15-16 at the Hyatt Regency Schaumburg in Schaumburg, Ill.

The post NARBW Chicago Marks 100th Anniversary appeared first on Railway Age.

In mid-September, Sound Transit took a significant step toward opening the final portion of its 2 Line. The first Link light rail vehicle crossed the I-90 floating bridge under its own power overnight on September 8, kicking off test runs on the line expected to open in early 2026. This marks a historic milestone for both Sound Transit and the transit industry – it was the first time light rail trains under power have operated across a floating bridge anywhere in the world.

During the historic test, a single train crossed the Homer M. Hadley bridge several times at increasing speeds, from approximately five miles per hour up to the full operating speed of 55 mph. The test was conducted in darkness so crews could observe and document expected electrical arcing. Arcing between the overhead catenary and the vehicle is typical in this phase of testing. 

The next step in the process is rigorous testing, which includes live wire and signal testing, which will be completed over the next few months. The opening of full 2 Line service is expected in early 2026.

—Bob Gallegos

The post Sound Transit Tests Floating Bridge appeared first on Railfan & Railroad Magazine.

A runaway Montreal, Maine & Atlantic train with five locomotives and 75 loaded DOT-111 tank cars carrying volatile Bakken crude rolled into Lac-Mégantic and derailed on July 13, 2013. Much of the city center was destroyed and some 2,000 people were evacuated. 

The government of Canada on May 11, 2018, confirmed that it would fund 60% of the construction costs of the new Lac-Mégantic rail bypass, estimated at C$133 million at the time. The government of Quebec confirmed that it would fund 40% of that amount. The project will be managed by Canadian Pacific Kansas City (CPKC). The Class I railroad will also own the bypass. Canadian Pacific, which merged with Kansas City Southern in 2023 to form CPKC, acquired the Central Maine & Quebec Railway (formerly the Montreal, Maine & Atlantic) in December 2019.

“Following extensive environmental consultations, Transport Canada and the rail operator [CPKC] reached a key milestone with the submission of the application to the CTA,” the government reported Sept. 20. The application includes environmental studies, consultation reports, as well as a well monitoring plan. These documents will be made available online as part of the public consultation process, which will be launched shortly, according to the government.

The project’s application was filed with the CTA in accordance with section 98 of the Canada Transportation Act. “This section states that, on application by the railway company, the CTA may grant approval to construct a railway line if it considers that the location of the railway line is reasonable, taking into consideration requirements for railway operations and services and the interests of the localities that will be affected by the line,” the government of Canada said. “To help determine whether a location is reasonable, the CTA takes into consideration the views of the communities, individuals and groups that will be affected by the railway line. The application submitted to the CTA for approval includes numerous mitigation measures to minimize the project’s impacts on the community and environment. Transport Canada and the rail operator have added environmental mitigation measures that were presented at the public consultation on hydrogeological [the study of the distribution and movement of water both on and below the Earth’s surface, as well as the impact of human activity on water availability and conditions] in the fall of 2022.”

The selected route for the bypass project “removes the rail right-of-way from downtown Lac-Mégantic and reduces the number of buildings near the railway,” according to the government (see map, top, and watch video, below). It was recognized “as the most advantageous one by the Bureau d’audiences publiques sur l’environnement du Québec (BAPE) and as having the least impact on agricultural land by the Commission de protection du territoire agricole du Québec (CPTAQ),” according to the government.

The bypass project will establish two yard tracks in the Lac-Mégantic industrial park to allow rail operations from Nantes and Frontenac to be relocated to that location, “thereby maximizing rail safety,” according to the government, which noted that this component was announced by the Minister of Transport in 2019, and is in response to the request from the mayors and the community of Lac-Mégantic.

Construction of the bypass will begin once all regulatory approvals have been obtained, including from the CTA. The government said it “maintains an open dialogue and is working with all stakeholders to complete this project.”

“We will remove the railroad tracks from downtown Lac-Mégantic,” said Steven MacKinnon, Minister of Transport and Leader of the Government in the House of Commons. “The bypass project is becoming increasingly concrete now that the project’s application was officially submitted to CTA. All the information required to assess the project and start the public consultation process is now available to the CTA. We will be ready to go as soon as the application is approved by the CTA.”

The Coalition des Victimes Collatérales (CVC) on Sept. 22 reported issuing an open letter to Steven MacKinnon opposing the proposed Lac-Mégantic rail bypass. The group said “the project lacks social acceptability, with strong opposition from local citizens and municipalities.” According to CVC, “the bypass fails to improve rail safety and instead increases risks, including higher derailment probability, faster train speeds, and significant threats to drinking water.” Additionally, CVS said the letter “highlights irreversible environmental damage—destruction of wetlands, forests, and streams. It also denounces ballooning costs, which have grown from [C]$133 million in 2019 to over [C]$1 billion in 2025.” CVC said it “demands that Transport Canada immediately suspend the project, commission an independent safety and environmental review, and consider safer, less destructive alternatives.”

• Report: Quebec Court of Appeal Upholds Ruling That CP Was ‘Not Liable’ for Lac-Mégantic Disaster
• Two Essential Agreements Signed for Lac-Mégantic Rail Bypass
• Lac-Mégantic Bypass Project Proving Problematic
• Lac-Mégantic Bypass Work Continues
• Bypass Build Slated for Lac-Mégantic
• New rail line to bypass Lac-Mégantic center
• Railroad won’t face criminal charges in Lac-Mégantic disaster

The post Lac-Mégantic Rail Bypass Project Advances appeared first on Railway Age.

The students representing the university were Elijah Davis, Emma Lovely-Gonzalez, Sophie Perrigin and Bradley Sills. This year’s case, “A Port of Clearview,” addressed the real-world challenge of congestion at a hypothetical port, asking them to develop solutions for mitigating gate congestion while balancing operating and customer costs.

In addition to MSU, IANA’s other competing scholarship schools included: Cal Poly Maritime Academy, College of Charleston, Georgia Southern, University of Arkansas, University of Houston, University of North Texas, SUNY Maritime, University of Maryland, University of North Florida, University of Tennessee, Knoxville and University of Wisconsin, Superior. IANA’s scholarship awards support curriculum designed to attract students to intermodal transportation and related careers.

Since the Scholarship Program’s inception in 2007, IANA has awarded more than $6.0 million to support students in university programs focused on freight and intermodal transportation. The Program funds tuition, student research projects on intermodal issues, and curriculum development.

“We are extremely proud of our team. The competition brings together great students from leading universities, so for Mississippi State to win in our first year as a scholarship school and event participant was especially exciting and meaningful,” said Dr. Chris Boone, the university’s associate professor of supply chain logistics. “We’re very grateful to IANA for this opportunity and for their commitment to supporting students and developing the next generation of intermodal talent.”

“We’re thrilled to congratulate Mississippi State University on their well-deserved win. The team’s creativity and commitment really stood out,” said IANA President and CEO Anne Reinke. “It is inspiring to see the next generation from all of the IANA scholarship schools bringing such energy and fresh ideas to our industry.”

The post MSU Takes Top Spot at IANA Case Competition appeared first on Railway Age.

Philadelphia’s SEPTA (Southeastern Pennsylvania Transportation Authority) is again operating its former level of service, despite recent threats of severe cutbacks. Riders are paying significantly more, but they are not forced to accept significantly less service for the money. A deal that prevented the cuts allows money previously dedicated to capital funding to be used for operations.

There could be long-term consequences from such a spending shift, but SEPTA did not appear to have a choice. With the fiscal cliff that many transit providers are facing today, the potentially Faustian bargain that SEPTA made to keep going at current service levels could become the industry standard, whether anybody likes it or not.

Railway Age has been covering the SEPTA story in depth lately, and several reporters have pitched in. The Fiscal Cliff that has been haunting the transit industry in the wake of the COVID-19 pandemic and changes in ridership and revenue that it caused has placed SEPTA and many other providers in difficult financial straits, which threatened a large increase in fares on top of historically deep service cuts. They began on Aug. 24. At that time (updated immediately after Labor Day), I reported the first set of bus-service cuts and impending drastic rail service cuts. Dozens of bus routes were eliminated, and service was reduced on many others. There was also a plan to reduce local rail service by 20% and cut regional rail service in half. That was to be only the beginning. After the New Year, five regional rail lines, two trolley routes and a subway line would be eliminated entirely, along with more reduction in bus service. To add insult to injury for many riders, fares were slated to rise by more than 20% (21.5% in many instances). For example, the base fare would increase from $2.50 to $2.90 per ride.

According to SEPTA, the agency faced a $213 million deficit, believing that only a steep fare increase and drastic service cuts could fill the gap. On July 21, Railway Age Senior Editor Carolina Worrell reported ridership increases on the system, and that SEPTA had instituted cost-cutting measures. These factors reduced the deficit somewhat, but they weren’t enough.

Meanwhile, advocates for riders sued SEPTA to stop the fare increase and service reductions. As we reported on Sept. 2, Judge Sierra Thomas-Street of the Court of Common Pleas (Pennsylvania’s name for a court of general jurisdiction) granted temporary relief that the plaintiffs had requested. The fare increase and the service cuts (including on rail) that were supposed to take effect after Labor Day were put on hold. A hearing regarding permanent relief was held on Sept. 4. Executive Editor Marybeth Luczak reported on Sept. 8 that the judge had issued a ruling after the hearing. Service would be restored to the level that had run before the first cuts were made Aug. 24, but the 21.5% fare increase, as SEPTA had requested, would take effect Sept. 14. According to SEPTA, it would take until then to reassemble train crews, bus drivers and other employees for the return of the previous level of service.

Transferring funds originally earmarked for capital spending over to the operating side is a practice that managers do not like, and neither does the Federal Transit Administration (FTA). Yet it has become a relatively widespread practice among transit agencies. In SEPTA’s case, it was the practice that allows the agency to keep offering the level of service to which the riders have become accustomed, for the next two years anyway. Luczak reported: “According to CBS, Gov. [Josh] Shapiro ‘directed PennDOT Secretary Mike Carroll to flex $394 million’ from the Public Transit Trust Fund and directed SEPTA ‘to address its structural challenges and report to PennDOT every 120 days the steps taken and progress made to increase efficiencies within the system.’ ‘This is not a solution,’ said [SEPTA General Manager Scott] Sauer, according to 6ABC. ‘This is a band-aid that will get us through a couple of years, but at the expense of future capital programming.’”

The request was necessary because of ‘the ongoing state budget impasse,’ according to 6ABC.” Shapiro, a Democrat, supported a deal that would fund transit, as did the Pennsylvania House, where Democrats hold a slim majority. Republicans hold a more substantial majority in the Pennsylvania Senate, and they balked at funding transit instead of increasing the highway appropriation. So, there was no funding deal.

SEPTA’s situation is not unique. Many transit agencies, including the ones that operate sizeable rail networks, are facing financial woes as time moves them closer to the Fiscal Cliff. In the summer of 2024, I reported on the impending fiscal crunch that many providers were about to face, considering the recent COVID-19 pandemic and changes in commuting and other riding patterns. While local media reported on the plight of local agencies, this remains an underreported story at the national level.

On Dec. 5, 2024, I reported on SEPTA’s woes at the time, and on a 7.5% fare increase that had gone into effect. The agency’s money problems were serious then and held the likely prospect of getting worse. At that time, I reported: “So, at the very least, a fare increase became necessary, with the possibility of severe service cuts, too.” Luczak reported the story as it unfolded through the fall. On Sept. 6, she reported that the agency was considering a fare increase. It would be a relatively mild one, with the base fare staying at $2.50, the cash price at the time, but eliminating discounts for using a stored-value card and other changes. It was slated to take effect Dec. 1 and raise $14.4 million in annual revenue.

Before that increase could be approved by the SEPTA Board and before hearings were held (they were scheduled for Dec.13), Luczak reported 30 days earlier, on Nov. 13, that “SEPTA had a bigger shock in mind for its riders. Fares would rise by 21.5% on top of the previously proposed 7.5%, and service cuts of 20% across all modes (including regional rail and streetcars both in the city and interurban-style lines in nearby suburbs) that would take effect early in 2025, after the required hearings had been held.” Thus, the SEPTA story has been developing for more than a year, the large fare increase is now in effect, and the reprieve that riders got last year ended up lasting for about nine months.

In a statement concerning this year’s fare hike and the restoration of service, both scheduled for Sept. 14, SEPTA General Manager Scott A. Sauer thanked the riders for their understanding and said that the fight for long-term funding continues: “While we restored full service, I want to be clear that we still don’t have a long-term solution to the funding crisis that’s at the heart of it all. For the short term, we’ve received permission to transfer funds that were set aside to replace or upgrade aging equipment and infrastructure. But to guarantee the future of public transit in our region, we will continue the fight to secure the resources our system needs to meet those expectations.”

Many major transit providers are facing similar problems (not to mention smaller agencies that only run buses) and face a hard choice. Get the money from somewhere or cut service drastically and make the riders pay much more money for much less mobility. But is that really a choice, or is the course of action determined by circumstances beyond the transit agencies’ control, or even the control of elected officials, many of whom do not ride transit and do not necessarily understand the needs of the riders who depend on it?

Some places, like New Jersey and the New York City area, have raised some taxes and fees to help pay for transit, at least for the next three or four years. Other places made attempts to reach similar deals, but they fell through (Pennsylvania is an example). The analogous situation is a family that has been saving money to make major improvements on their house (a capital investment), but the family income has decreased, and they need to use that money for food, heat and other necessities. The home improvements will just have to wait, and the folks facing such a situation can only hope that the emergency will be over before too long. It appears that transit providers must act similarly during the current emergency. They know that people need to get to their jobs and to other places, and not everybody has a private vehicle available for the purpose. They also know (or should know) that the local economy in many places, especially in the larger cities, depends on having viable transit.

Government agencies like the FTA disfavor using capital dollars for operating purposes, because the practice detracts from efforts to keep the systems in a state of good repair. Managers don’t like the idea, either, and some rider-advocates are concerned about the same issues. The situations that transit providers are now facing can also damage those providers’ financial ratings. Luczak reported on the SEPTA situation on Sept. 8: “In a related development, SEPTA on Sept. 4 reported that Moody’s Ratings had revised its outlook from stable to negative for the transit agency but did not change any of its ‘currently positive ratings for SEPTA’s debt.’”

The memorandum from Moody’s attached to the report explained the downgrade “SEPTA is currently under significant operating stress linked to uncertainty around increased state transit funding and an Aug. 29 court ruling that prevented the agency from implementing a 21% fare increase and further service cuts. These changes were part of SEPTA’s plan to balance an estimated 13% ($213 million) budget gap left unfilled by the Commonwealth’s budget impasse. If the injunction becomes permanent and the commonwealth does not provide additional funding, then SEPTA would have to rely on reserves to balance its budget, resulting in a stark decline in liquidity.”

The Moody’s report also summarized the Ratings Outlook: “The negative outlook reflects SEPTA’s sizeable structural budget gap that will be difficult to resolve without further financial support from the Commonwealth or significant adjustments to operations. In the event the court ruling is reversed and SEPTA enacts fare increases and service cuts, the resulting ridership losses could create persistent budget gaps that weaken operations, asset quality and metrics over time.” Moody’s also mentioned factors that could lead to future upgrades, or to more downgrades in the future.

It appears that the transit agencies are between the proverbial rock and a hard place. Rriders, especially those who depend on transit and whose jobs help keep the local economy going, are in an even worse position. Worse yet, the federal government does not appear supportive of transit, which increases the pressure on transit providers and local and state-level elected officials to come up with a means to keep the local transit going with a reasonable level of service.

If a “good result” for the agencies and for the riders means a strong level of service without requiring those riders to pay significantly more for their transit, we can’t look forward to many “good results,” possibly not any. The question then becomes how to mitigate the damage to the greatest extent possible. “Flexing” capital dollars over to the operating side has its difficulties, but at least it can allow the riders to have as much mobility as possible. If that’s not the bottom line for transit everywhere, it probably should be.

Gov. Shapiro’s act of releasing the capital funds for SEPTA’s operations will have some negative consequences, but probably not as severe as the repercussions that drastic service cuts would have brought to Philadelphia and its surrounding area. It’s not easy for many transit riders to withstand such a large fare increase, but at least they still have their transit. They would have been much worse off without it. Similar dramas will play out in other cities soon, and we’ll be here to report on them.

The post SEPTA’s Faustian Bargain appeared first on Railway Age.

According to the USDOT, the NOFO (download below) includes approximately $2.4 billion of the $4 billion the Federal Railroad Administration de-obligated in August from the California High-Speed Rail project, which it said will “now be reinvested into successful projects, critical infrastructure upgrades, and rail safety.” The California High-Speed Rail Authority is suing the POTUS 47 Administration for the $4 billion funding pull-back.

The “new National Railroad Partnership Program,” administered by the FRA, will fund projects that improve safety, including grade crossing safety, or that reduce the state-of-good-repair backlog or otherwise improve performance, the USDOT said.

The FRA is reissuing the NOFO for fiscal year (FY) 2024 and adding funding for the FY 2025 National Railroad Partnership Program. The FY 2024 NOFO was originally published last September as the Federal-State Partnership for Intercity Passenger Rail Grant Program, and the USDOT said that the reissued NOFO includes several important changes, including:

• “The repeal of unlawful diversity, equity, and inclusion requirements.”
• “Emphasizing grade crossing safety projects within the program.”
• “Supporting projects that align with the Administration’s focus on the American family and ensuring a more seamless travel experience, such as adding mothers’ rooms, expanding waiting areas, adding new family restrooms, creating children’s play areas, and other projects improving overall travel for families in U.S. intercity passenger rail stations.”

Eligible National Railroad Partnership Program applicants include:  

• a State.
• a group of States.
• an Interstate Compact.
• a public agency or publicly chartered authority established by one or more States.
• a political subdivision of a State.
• Amtrak, acting on its own behalf or under a cooperative agreement with one or more States.
• a Federally recognized Indian Tribe.  
• any combination of the entities described above.  

Applications are due no later than 11:59 p.m. ET on Jan. 7, 2026, and FRA will provide technical assistance to potential applicants prior to the deadline.

Meanwhile, the USDOT also obligated four grants totaling more than $42 million to fund rail safety projects on the Brightline Florida corridor. The grants, the oldest of which was issued three years ago, are a part of a “backlog” of more than 3,200 “unobligated grants,” and support installing safety fencing, grade crossing upgrades, and a trespassing alert system, according to the Department.

The four grants include:

1. $24,934,138 for the East Coast Corridor Trespassing and Intrusion Mitigation Project. Announced in August 2022, the RAISE grant went to the Florida Department of Transportation for improvements to 330 highway/rail grade crossings along 195 miles of corridor, including fencing, crossing delineators, crisis support signage, and other intrusion prevention mitigations, according to the USDOT.
2. $1,648,000 for a Trespassing Identification and Classification System. Announced in September 2023, the grant was under the CRISI Grant Program for FY22. “The project will advance a technology that will provide real-time alerts and aggregate data to generate heat-maps of trespassing and potential collision events on the Florida East Coast Railway right-of-way from Miami to Cocoa,” USDOT said.
3. $15,440,000 for the Broward County Sealed Corridor Project. Announced in June 2023, the funding will be used to increase safety at 21 grade crossings along the Brightline/Florida East Coast Railway corridor with additional crossing gates and delineators, according to the USDOT.
4. $150,000 for the Palm Beach County Sheriff’s Office “to support overtime costs for targeted enforcement of pedestrian trespassing at identified hot spots,” the USDOT reported. 

“Under [U.S. Transportation] Secretary [Sean P.] Duffy’s direction, the Department of Transportation is working diligently to accelerate the distribution of these long-overdue funds and address core infrastructure projects,” the USDOT said. 

• USDOT Approves $3.2B for 180 Infrastructure Grants

The post USDOT: $5B Available for National Railroad Partnership Program Projects, $42MM Going to Brightline Florida Corridor Safety appeared first on Railway Age.

U.S. Rep. Darin LaHood (R-Ill.) alongside U.S. Rep. Brad Schneider (D-Ill.) and 41 additional cosponsors (32 original) in mid-February reintroduced the Freight RAILCAR (Rail Assets Investment to Launch Commercial Activity Revitalization ) Act, bipartisan legislation backed by the Railway Supply Institute (RSI) and the Rail Security Alliance (RSA) that would “encourage the replacement and modernization of the U.S. freight railcar fleet.” Now, Senators Jim Banks (R-Ind.) and Chris Coons (D-Del.) have introduced a companion bill, S. 2758. The legislation’s intent, supporters say, “would lead to a renewed investment in higher capacity, fuel-efficient freight railcar manufacturing in the United States.” It would “provide a nonrefundable 10% tax credit to help offset the costs to replace or upgrade existing railcars to improve fuel efficiency or capacity. ” 

The current North American railcar fleet comprises more than 1.6 million railcars, with roughly 20% in storage.

“The companion bill marks the first time the Freight RAILCAR Act has been introduced in the Senate,” said RSI President Jim Riley. “We encourage Congress to pass this vital legislation, which will encourage investment in the modernization of the North American railcar fleet, improve sustainability, and support American manufacturing jobs.”

The Freight RAILCAR Act of 2025 (H.R. 1200) debuted in 2020 (H.R. 8082), and was reintroduced in 2021 (H.R. 2289), 2022 (H.R. 7902), and 2023 (H.R. 838). In all these instances, the legislation went nowhere and did not produce a companion Senate bill. The Act would provide a nonrefundable 10% tax credit for the replacement or modification of existing railcars over a three-year period. The credit is limited to 1,000 new freight cars per taxpayer, and existing railcars must have been in service during the 48 months prior to enactment.

“What we need to see is an equipment cycle driven by demand, not by tax credits or congestion or poor service—those never end well,” commented Railway Age Financial Editor David Nahass in February. “It seems odd that the RAILCAR Act would be re-proposed while the issues around tariffs for Canada and Mexico remain so unsettled. With more than 90% of the railcars manufactured in North America being produced outside the U.S., it feels like the Illinois Congressional team should take some time to read the room before proposing tone-deaf legislation. Perhaps their effort would be better spent by working on ensuring carveouts for railcar and railcar component manufacturing from the proposed blanket tariffs applied against Canada and Mexico and from the steel and aluminum tariffs currently being proposed. There is zero chance that the proposed legislation causes a pivot to increase railcar production in the U.S. at this time.”
According to RSI, the Freight RAILCAR Act:

• “[E]ncourages greater investment by introducing time-limited tax credits to offset costs associated with replacing or modernizing railcars that are outdated. Due to modern manufacturing methods, innovative new materials, and improved safety standards, new railcars have significant safety and efficiency improvements, which increases reliability across the board.”
• Supports environmental sustainability by “encouraging the replacement of older railcars with new, more efficient ones.” If just one-third of the nearly 300,000 outdated hopper cars were replaced by higher capacity railcars, RSA said, 4.3 million gallons of diesel fuel would be saved in the first year alone.
• “[S]upports supply chain reliability and the critical movement of essential goods and services on the U.S. rail interchange system every day.”
• Provides economic benefits. “The freight rail supply industry is a key contributor to the economies of the U.S. as seen in its 240,000 American jobs and $75 billion GDP in 2023 alone,” RSA reported. “The Act will spur job growth within the freight rail manufacturing industry, ensuring thousands of family-wage jobs are sustained and new opportunities are created.”

The Freight RAILCAR Act was reintroduced on Feb. 11 and referred to the House Committee on Ways and Means on the same day.

The post Freight RAILCAR Act: A Bit More Traction (UPDATED 9/23) appeared first on Railway Age.

Caltrain on Sept. 22 marked the first anniversary of its fully electrified service, “celebrating a transformative year that has delivered record ridership growth, cleaner air for communities, and faster, more frequent service for riders throughout the Peninsula.”

Since the launch of electrified service in September 2024, Caltrain says it has recorded a “dramatic surge” in ridership. Over fiscal year 2025, Caltrain carried 9.1 million passengers, up from 6.2 million in FY 2024. Weekend ridership has more than doubled, and July 2025 alone saw ridership increase 78% compared to the same month the year prior, making it the second consecutive month with more than one million riders. Special event travel has also surged, with monthly San Francisco Giants ridership up by as much as 82% over last year, and Caltrain running popular themed trains for special events since last December. Youth ridership has also quadrupled since the introduction of the $1 Youth Fare, which launched the same month as electrification. 

“Electrification has completely transformed Caltrain,” said Michelle Bouchard, Caltrain Executive Director. “We’re delivering cleaner, faster, and more frequent service, and riders are responding in record numbers. This first year has shown what’s possible when we invest in sustainable rail, and we’re only just getting started.”

Electrification, Caltrain says, has allowed the agency to expand service while cutting travel times:

• Express trains now travel between San Francisco and San Jose in just one hour.
• Local trains cover the same distance in 75 minutes, 33% faster than diesel service.
• Weekend service has doubled, with trains every 30 minutes.
• Every station on the line is now served by at least one train in each direction every thirty minutes, with 16 stations seeing trains every 20 minutes and 11 stations seeing one every 15 minutes.

These upgrades have expanded system capacity by 30%, providing more options for riders across the Peninsula and beyond, according to Caltrain.

The new fleet also enhanced the onboard experience for Caltrain riders, offering free Wi-Fi and charging outlets at nearly all seats, all while being cleaner and quieter than ever before.

The transition to electrified service has also produced immediate environmental benefits, the agency noted. Caltrain’s electric fleet is returning 23% of its power supply to other trains or the grid, thanks to its new regenerative braking technology. Additionally, the new fleet is even more efficient than projected, costing $3 million less than expected.

This month, SFMTA is celebrating 30 years of the F Market & Wharves historic streetcar line.

The F Line, which shuttles people back in time along its six-mile route, is served by a diverse fleet of streetcars ranging from 73 to 129 years old. With a rainbow of vehicles from around the world, the F is an “icon on par with the cable cars,” SFMTA noted.

A skilled maintenance team and dedicated operators keep the wheels turning daily. This one-of-a-kind transit experience wouldn’t be possible without their work. It would also not be possible without long-time support from Market Street Railway, SFMTA said.

Looking to the future, there are proposals to extend the F through the Wharf to Fort Mason. In 2013, the National Park Service, which owns Fort Mason, completed an impact study. Three years later, the proposal was recommended to the SFMTA Board by the Citizen’s Advisory Committee. While not an active project, this extension would add almost one mile to the line, traveling along Aquatic Park and through an old railroad tunnel, and connecting people to the Powell-Hyde cable car and Fort Mason Center.

More information on the history of the F Line is available here.

MassDOT is celebrating the 10-year anniversary of the state’s purchase and rehabilitation of the “Knowledge Corridor” tracks within Massachusetts, which helped sustain the Amtrak Vermonter passenger rail service that first launched in December 2014.

The 49-mile stretch of tracks between the northern and southern borders of Massachusetts, which the state formally purchased in 2015, enable passenger rail trips on Amtrak’s Vermonter line, from St. Albans, Vermont to Greenfield, Northampton, Holyoke, and Springfield. Since the 2015 purchase, three new stations were built along the corridor, including in Northampton, Holyoke, and Greenfield.

The Restore Vermonter project, funded largely through the American Recovery and Reinvestment Act, rehabilitated the tracks between Springfield and Northfield now known as the Knowledge Corridor. This, MassDOT says, enabled the Vermonter to travel this new alignment in December 2014, saving 25 minutes of travel time over the previous alignment that detoured through Palmer. As part of the project, MassDOT constructed stations in Greenfield and Northampton, rehabilitated the Stone Arch Bridge in Bernardston, and completed a pedestrian and bike underpass in Northampton. 

Owning the line, the agency says, has enabled MassDOT to invest in rail and infrastructure projects, increasing corridor capacity for both passenger service and freight trains. As a result of the improvements and funding, the Amtrak Valley Flyer, a MassDOT-funded service, began operating on the Knowledge Corridor in 2019. Massachusetts, MassDOT adds, continues to work towards improving rail infrastructure to support increased service levels through current projects, such as the Springfield Area Track Reconfiguration Project and the Inland Route, both part of Compass Rail, the long-term vision for intercity passenger rail in the Commonwealth.

Brightline on Sept. 22 announced a series of operational changes “designed to optimize the guest experience and respond to evolving ridership patterns.” The updates follow two years of full-service operations across the state and are based on extensive guest feedback and data analysis.

“These changes reflect our commitment to delivering a predictable, reliable, and comfortable travel experience,” said Patrick Goddard, Chief Executive Officer, Brightline Florida. “We’ve listened to our guests and studied ridership trends to ensure our network evolves with their needs.”

South Florida commuters will benefit from more frequent departures during peak hours, with trains running approximately every 30 minutes.

• Five southbound trains arrive in MiamiCentral between 7:00 a.m. – 9:30 a.m.
• Five northbound trains depart MiamiCentral between 3:45 p.m. – 6:45 p.m.
• Four northbound trains depart MiamiCentral between 7:45 a.m.- 10:00 a.m.
• Four southbound trains arrive MiamiCentral between 4:15 p.m. – 7:00 p.m.

Boca Raton now offers more daily departures, significantly increasing the number of stops in the past six months from 19 to the new 28 daily departures. With these new adjustments, 80% of South Florida trains and 90% of Orlando-bound trains include a Boca Raton stop.

For travelers going between South and Central Florida, Brightline will deploy longer eight-coach trains during peak travel periods. Those trains will grow to 10-coach trains before the year’s end—adding nearly 100% more capacity when compared to same time last year—to accommodate the growth in demand from travelers heading to and from Central Florida.

Brightline will also now offer guests traveling within South Florida predictable pricing based on peak and off-peak travel windows, primarily aligned with commute times and rush-hour demand. South Florida peak is comprised of departures between 6:30 a.m. – 9:30 a.m., 3:30 p.m. – 6:30 p.m. Monday through Friday. Special event trains—such as the HOME RUNNER for Marlins baseball games, END ZONE EXPRESS for Dolphins football games, and CONCERT CONNECT for special events—will be designated as peak, regardless of time or day of week, and marked with a special icon on the Brightline website and app.

Brightline’s PREMIUM service will retain its core benefits, including lounge access, complimentary food and drinks, and flexible cancellation policies. The Uber credit previously included with PREMIUM tickets has been removed due to low utilization. New additions to PREMIUM tickets include:

• Pre-boarding service in Miami and Orlando.
• Dedicated Guest Services line and turnstile access.
• Priority baggage claim.
• Complimentary checked bag (Standard or Large size), in addition to two carry-on size bags.
• Onboard welcome refreshments.

Additional modifications include some updates to the on-board food & drink menu available to guests in SMART, enhanced food options available in stations, and a new website feature that allows guests toggle on or off taxes/fees when viewing ticket prices. Guests will still be able to purchase Brightline Passes, offering fixed rate fares for 10-, 20-, or 40-Ride options for SMART travel.

“As guests have integrated Brightline into their lives, we continue to learn valuable lessons about their preferences,” added Goddard. “Brightline has shown people will get out of their cars and integrate hospitality-driven train travel into their lives. We believe these changes will enhance that experience even further.”

The New York Metropolitan Transportation Authority (MTA) on Sept. 22 announced that new 4,200-horsepower Siemens Charger locomotives received last year for testing have begun passenger service on Metro-North Railroad’s Hudson Line, “providing riders with even more reliable service while reducing airborne pollutants by 85%, all while producing 1,000 more horsepower than the current fleet.”

The new locomotives, MTA says, will be able to travel farther under electric power than the current fleet of locomotives, the GE P32s, which operate under electric power only in the tunnels in and out of Grand Central Terminal, a distance of four miles. The new locomotives can operate in electric mode the entire 102 miles of Metro-North’s third rail territory, which extends to Croton-Harmon on the Hudson Line, Southeast on the Harlem Line, and Pelham on the New Haven Line. The new locomotives are compliant with Tier IV of the U.S. Environmental Protection Agency’s vehicle emission standards, significantly improving emissions and noise pollution in densely populated areas across the State of New York.

Enhanced reliability is made possible by “ultramodern monitoring and diagnostic systems that allow crews to spot and fix issues quickly,” the agency noted.

In 2021, the MTA’s Metro-North Railroad placed an order with Siemens Mobility for 27 Dual Mode Charger locomotives, known by the model number SC42-DM. These locomotives operate on both diesel-electric and third-rail electric power, enabling them to run on all of Metro-North’s non-electrified lines and switch to electric power for electrified routes, including in Grand Central Terminal. These locomotives are being manufactured at the Siemens Mobility rolling stock facility in Sacramento, Calif., and delivered to Metro-North through 2027.

The purchase of these new Siemens Charger locomotives was funded by the MTA’s 2015-19 and 2020-24 Capital Plans, along with funding from the Federal Transit Administration (FTA).

“Transit is already the antidote to climate change, and it’s only getting cleaner and greener as we replace Metro-North’s aging diesel fleet with top-of-the-line diesel-electric locomotives,” said MTA Chair and CEO Janno Lieber. “These are just the first of many new trains to come as part of the MTA Capital Plan’s $11 billion investment in new rolling stock.”

GCRTA Board Members on Sept. 23 unanimously voted to approve the Rail Car Replacement Team’s request to exercise a negotiated competitive contract option for the purchase and delivery of up to six new railcars from Siemens Mobility Inc.

The approval, the agency says, is another step towards fulfilling the contract agreement with Siemens Mobility for the total purchase of 60 Siemens Model S200 railcars, which will then replace GCRTA’s existing fleet of Heavy and Light rail trains.

“I am extremely pleased for our customers and proud of my team on this amazing achievement,” said GCRTA General Manager, Chief Executive Officer India L. Birdsong Terry. “Today’s approval by the GCRTA Board Trustees emphasizes the importance of public transportation to our region and subsequent investment in our communities. Together, we move forward in strengthening our transportation network and associated infrastructure.”

New railcar features include:

• High floor light rail vehicles with two-door heights for high-and low-level platform accessibility that provides the ability for the trains to operate on all rail lines.
• Advance infotainment system for enhanced digital and travel experience.
• Modern operator cab area with dedicated HVAC unit, heated windshield, and enhanced visibility.
• Ice cutter pantographs installed on every car.
• 52 passenger seats, four wheelchair areas, and two bicycle rack locations per railcar.

The railcar replacement project total budget currently stands at $450 million, inclusive of new railcars, infrastructure modifications, railroad connections, engineering, testing, training, field support, spare parts, and special tooling. Support for this project comes from the FTA, Ohio Department of Transportation (ODOT), Northeast Ohio Areawide Coordinating Agency (NOACA) and GCRTA.

GCRTA will be featured at Light Rail 2025, presented by Railway Age and RT&S. Railcar Replacement Program Manager Bryan K. Moore and Rail Equipment Manager Casey Blaze will present on Oct. 1 and discuss Cleveland’s new rolling stock.

The post Transit Briefs: Caltrain, SFMTA, MassDOT, Brightline, Metro-North, GCRTA appeared first on Railway Age.

Following Federal Railroad Administration (FRA) approval in April and launch of Phase 1 in June, Parallel Systems, in partnership with Genesee & Wyoming (G&W), has transitioned to Phase 2 of its first commercial pilot to deploy its railcars along a 160-mile stretch of two Georgia short lines.

Phase 1 testing was performed on a two-mile section of track on the Heart of Georgia Railroad. The Parallel vehicle was operated for a total of 90 miles, “passing all safety milestones,” the company said. Tests were also performed for speed, automatic compliance with track warrant limits, slow order bulletins, concurrent warrant limits and Form A slow order bulletins. In addition, the system’s communications links and monitors “were verified to ensure proper connectivity and safety.”

“With this important milestone behind us, we have now launched Phase 2 of the test program over a 30-mile section of track,” Parallel Systems said. “The test region includes 43 grade crossings that will all be protected with flaggers. During this phase, we will evaluate system performance across different terrains, vegetation, and weather conditions. Our specific test activities include speed and position accuracy, stopping distance, audible warnings for grade crossings, and activation of grade crossing warning devices.”

“On our Heart of Georgia Railroad (HOG) near Glenwood, G.a, we moved forward with the official kick off of our pilot test with Parallel Systems,” G&W stated in a June 4 LinkedIn post. ”If these self-propelled rail vehicles prove safe and effective, we see potential to reinvigorate rail traffic on some of our more rural lanes in Georgia that are today dominated by truck. Thank you to the Federal Railroad Administration for your rigorous review of our pilot application, your continued commitment to this project, and for being on site with us today.”

Parallel Systems closed its Series B funding round of $38 million, led by Anthos Capital, joined by Collaborative Fund, as well as Congruent Ventures, Riot Ventures, and others. As of April 21, the company had raised approximately $100 million in funding.

Parallel Systems is a U.S.-based manufacturer and transportation technology innovator whose mission, the company says, “is to deliver a safer, more efficient and sustainable alternative to short-haul trucking.” The company’s autonomous battery-electric system delivers significant benefits, including:

• “Enabling railroads to grow by increasing their role in shorter-route transportation.
• “Making America’s busiest roadways safer for motorists by decongesting.
• “Reducing the costs of shipping.
• “Creating high-skilled, high-wage jobs.
• “Reducing pollution.”

“Federal Railroad Administration approval and closing our Series B funding round are two critical milestones for Parallel Systems,” said Founder and CEO Matt Soule. “Together with our strategic partnerships within the rail industry, Parallel Systems is now poised to fully commercialize our battery-electric rail system, starting with the FRA-approved project in Georgia.”

The Parallel freight system, the company says, allows for small groupings of vehicles, typically 10-30 vehicles, to operate in a platoon without couplings between the vehicles. “Railroad operations become far more nimble, safe, and cost competitive with Parallel’s technology operating system,” the company said.

The latest funding round will be used to propel commercialization of Parallel Systems with strategic railroad partners in the U.S. and Australia. The company already has a backlog of more than 300 autonomous battery-electric vehicles with leading railroads and expects to launch initial commercial operations by 2026.

Parallel Systems is scaling production of its Generation 3 vehicle and accompanying train control systems and autonomy software. In collaboration with Union Pacific, the company has tested the new technology’s compatibility with Positive Train Control (PTC) for its safe use on the nation’s railroad network.

Parallel Systems on June 23 held a virtual roundtable with industry leaders to discuss the technology. The panelists were: Michael Miller, CEO, G&W; Mason George, President, National Accounts, IMC Companies; Erez Agmoni, Co-Founder and General Partner, Interwoven Ventures; Matt Soule, Founder and CEO, Parallel Systems; and D’Andrae Larry, Head of Intermodal, Uber Freight. Wall Street Transportation Analyst Tony Hatch served as moderator.

Summed up Miller at the event: “This doesn’t change the whole supply chain; it actually just makes the supply chain better. It leverages the benefits of the technology to places where there’s the most friction, and when you eliminate that friction, every participant in the supply chain actually wins. So we’re still going to run two-mile long intermodal trains from L.A. to Chicago. We’re still going to run intermodal trains from Savannah to Memphis, but we don’t run intermodal trains from Savannah to Macon, Ga., and this creates a platform where you can do that. And I think everybody just has to step back and not look at this as a threat, but really look at it through the lens of what does this actually mean for the business?”

• FRA Reviews GC, HOG Petition to Pilot Parallel Systems Technology
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• Parallel Systems Wins $4.4MM DOE Grant

The post Parallel Systems First Commercial Pilot: Phase 2 Under Way (UPDATED 9/23) appeared first on Railway Age.

The “next generation” of Evolution Series units, Wabtec said, will improve fuel efficiency and operate for longer periods between maintenance overhauls. Their “production will involve multiple plants,” the company told Railway Age. “There will be kits coming from the U.S. and final assembly occurring at our LKZ [Lokomotiv Kurastyru Zauyty] plant in Astana,” Kazakhstan.

Kazakhstan is the largest country in Central Asia and part of the “Middle Corridor,” also known as the Trans-Caspian International Transport Route, which connects Southeast Asia and China to Europe (see map below).

“Over the past 20 years, GE Transportation, now Wabtec, has played a key role in the transformation of Kazakhstan’s rail industry,” according to a 2024 Wabtec report. “Between 2004 and 2007, more than 400 units of the existing diesel freight locomotive fleet were modernized, and since 2009, the transfer of advanced technology for the assembly of diesel freight, passenger and shunting locomotives has been under way. While we initially started services in Kazakhstan with a locomotive modernization program, we began to grow engineering capability to build new locomotives.

“Gaini Duisenova, Vice President, Field Services and Maintenance Management, a long-time employee who has seen the evolution of Wabtec in Kazakhstan, shares, ‘GE Transportation, which later merged with Wabtec, came to Kazakhstan when there were no international companies in heavy engineering. Our company opened a new page in Kazakhstan history with the production and servicing of Evolution diesel main line locomotives. I am glad to be part of that change.’”

“With a vision to become a manufacturing and technology center, construction of the LKZ factory in Astana began in 2007,” Wabtec continued in its report. “LKZ was originally built in partnership with Kazakhstan Temir Zholy (KTZ), the country’s state-run railroad. The plant meets all global quality standards, such as ISO 9001-2001, and employs about 700 people, most of whom were trained at production sites in the United States. Wabtec acquired full ownership of the LKZ factory in December 2023. With the full manufacturing might of LKZ added to the Wabtec footprint, the ambition to drive exports for the region has grown stronger.”

Gokhan noted in the report that “Since the LKZ factory manufactures locomotives for 1,520 [mm broad]-gauge operation, which is standard in Central Asia, we have exported to all countries in the region including Tajikistan, Mongolia, Moldova, Ukraine, etc. Now that LKZ is 100% owned by Wabtec, plans are on to expand the range of operations beyond the region as a supplier of components, systems and subsystems for our global operations.”

According to Wabtec, the company also has eight service shops in Kazakhstan providing scheduled and unscheduled maintenance of locomotives in the KTZ fleet, as well as an engine overhaul facility, Astana Diesel Service. Wabtec said ADS is “the only facility outside the United States with state-of-the-art technology to remanufacture and overhaul not only our GEVO12 diesel engines but also other locomotive components.” Additionally, the company has a Technology and Engineering Center in Astana, based out of the LKZ plant. It opened last summer.

Wabtec in September 2023 signed a framework agreement with KTZ and the President of Kazakhstan to not only “extend and advance” the production of Evolution Series locomotives, but also “help address the increased demand for freight haulage in Kazakhstan and the central corridor.”

The 300 newly ordered locomotives “will enhance KTZ’s ongoing rail expansion and fleet renewal and are designed to operate in the demanding weather conditions and mountainous terrain of Kazakhstan,” Wabtec said in its Sept. 22 announcement. “The order also includes maintenance services agreements to support the new locomotives and KTZ’s existing railroad fleet. The services are tailored to help maximize reliability and availability of KTZ’s fleet at optimal operating costs.”

“For over two decades, our partnership with KTZ has been critical in transforming Kazakhstan’s rail industry,” said Rafael Santana, President and CEO of Wabtec. “This historic agreement embodies KTZ’s visionary approach for the country’s rail network as the primary link between Europe and Asia. By delivering advanced locomotives and long-term service solutions, Wabtec is a proud partner in Kazakhstan’s progress, helping to unlock the region’s enormous potential and developing the engineering competencies in the country’s railway industry.”

“Kazakhstan plays a key role in realizing the transit potential of the Eurasian continent,” KTZ CEO Talgat Aldybergenov said. “This new agreement confirms our commitment to advanced technologies in the transport sector and will also make a significant contribution to the development of industry and railway engineering in Kazakhstan.”

In other news, July marked the 10th anniversary of Wabtec’s Evolution Series Tier 4, described as “one of the most modern diesel locomotives serving North America and the first freight locomotive to meet the U.S. Environmental Protection Agency’s (EPA) Tier 4 emission standards.”

• Kazakhstan accelerates infrastructure work
• Kazakhstan secures infrastructure loan
• China develops Trans-Caspian freight route
• Kazakhstan’s first Chinese shunting locomotives ready for service
• Kazakhstan wants to liberalise freight operations
• Six nations to develop China – Europe container traffic
• Alstom deepens partnership with Kazakhstan

The post Wabtec Lands $4.2B Kazakhstan Locomotive Contract appeared first on Railway Age.

They are as follows:

• “Lake Providence Port Commission—Feeder Line Application—Line of Delta Southern Railroad Located in East Carroll & Madison Parishes, La. (FD 36447). This long-standing proceeding involves efforts by LPPC, a noncarrier political subdivision of the State of Louisiana, to acquire portions of the McGehee-Tallulah rail corridor owned by Delta Southern Railroad, Inc. (DSR), a Class III rail carrier, through a Board-ordered sale. The proceeding was placed in abeyance in August 2024, pending resolution of certain issues raised in related state court actions. Chairman Fuchs has offered a draft action for consideration by the full Board and expects the Board to issue a decision in September 2025.
• “City of Philadelphia—Petition for Declaratory Order (FD 36768). In April 2024, the City of Philadelphia petitioned to Board for a declaratory order addressing the agency’s jurisdiction over certain property underlying a portion of the Philadelphia & Reading Railroad Company’s former Ninth Street Branch. Chairman Fuchs has offered a draft action for consideration by the full Board and expects the Board to issue a decision in September 2025.
• “Mendocino Railway—Petition for Declaratory Order (FD 36868). In July 2025, Mendocino Railway petitioned the Board to issue a declaratory order confirming that Mendocino Railway is a Class III common carrier subject to the Board’s jurisdiction, entitled to the protections of any applicable federal preemption that comes with that status. Chairman Fuchs has offered a draft action for consideration by the full Board and expects the Board to issue a decision in September 2025.
• “Improving STB Environmental Regulations. Consistent with Executive Order 14154, Unleashing American Energy, issued January 20, 2025, and related guidance from the Council on Environmental Quality, Chairman Fuchs has offered a course of action for consideration by the full Board and expects the Board to issue a decision no later than October 2025.
• “Reporting Requirements for Positive Train Control Expenses & Investments (EP 706). In August 2024, the Association of American Railroads petitioned the Board to reopen and terminate certain 2013 railroad reporting requirements on capital and operating expenditures for Positive Train Control (PTC). Current PTC reporting requires carriers to break out expenditures to reflect PTC implementation, which is now complete. Chairman Fuchs has offered a course of action for consideration by the full Board and expects the Board to issue a decision in September 2025.
• “Consolidated Rail Corp.—Abandonment Exemption—in Hudson County, N.J. (AB 167 (Sub-No. 1189X)). This longstanding proceeding involves a request from Consolidated Rail Corporation (Conrail) for authority to abandon an approximately 1.36-mile portion of a line of railroad, known as the Harsimus Branch, located in the City of Jersey City, N.J. In May 2025, the Board, through the Acting Director of the Office of Proceedings, rejected the City of Jersey City’s Offer of Financial Assistance to purchase certain of Conrail’s interests in the Harsimus Branch, which has been appealed to the full Board. Chairman Fuchs intends to offer a course of action for consideration by the full Board in October 2025.
• “The Great Walton Railroad Company—Petition for Declaratory Order (AB 1242 (Sub-No. 1)). This longstanding proceeding involves a request for the Board to issue a declaratory order clarifying that a portion of the Great Walton Railroad Company’s runaround track in Hart County, Georgia is a line of railroad subject to the agency’s exclusive jurisdiction. Chairman Fuchs intends to offer a course of action for consideration by the full Board in October 2025.
• “Fortress Investment Group LLC et al.—Control Exemption—Wheeling & Lake Erie Railway (FD 36878). In August 2025, Fortress Investment Group submitted a petition for exemption from the formal requirements of 49 U.S.C. § 11323 for the acquisition of control of The Wheeling Corporation and its wholly owned railroad subsidiaries. Chairman Fuchs expects the Board to issue a decision no later than November 2025.”

The update, STB says, “continues the agency’s efforts to promote transparency and accountability.” The last update was provided on May 5, 2025.

The post Fuchs Provides Update on Outstanding STB Proceedings appeared first on Railway Age.

The U.S. Department of Transportation’s (USDOT) Bureau of Statistics (BTS) recently released its Progress Towards Safer Rail Tank Cars Transporting Flammable Liquids: 2025 Report, highlighting the progress in upgrading the rail tank car fleet to the DOT-117 standard, which meets new safety requirements, and summarizes the type of rail tank cars carrying Class 3 flammable liquids.

There is a rolling phase-out schedule of tank cars based on both tank car type and flammable liquids carried. According to the report (download below), there were no phaseout deadlines during 2024, and all tank cars were in compliance with the 2015 Fixing America’s Surface Transportation (FAST) Act. The next major deadline was May 1, 2025, when jacketed CPC-1232 tank cars were prohibited from carrying ethanol and crude oil and all DOT-111 and CPC-1232 tank cars were prohibited from carrying other flammable liquids in packing group I. Compliance with 2025 phaseouts will be evaluated in the 2026 report.

In 2024, 101,116 rail tank cars were used to carry Class 3 flammable liquids, a 0.2% increase from 2023, the BTS reported. In 2016, only 8% of the fleet that carries crude oil and other Class 3 flammable liquids consisted of DOT-117s (new or retrofitted), compared to 73% in 2024. For crude oil alone, 98.7% of the tank car fleet consisted of DOT-117s, up from 96% in 2023.

Based on a survey of facilities capable of building and/or retrofitting DOT-117 and DOT-117R, respectively, 3,546 new DOT-117 tank cars are projected to be built 2025 and 890 DOT-117R tank cars are projected to be retrofitted, for a total of 4,436 additional DOT-117/DOT-117R tanks projected in 2025, according to the report.

The annual BTS report is required under FAST Act, Section 7308. Additionally, Section 7308(c) requires BTS to estimate the anticipated number of DOT-117 tank cars for each year from 2018 through 2029 by collecting data from tank car shops that build or retrofit tank cars. “It is expected that, by the end of 2029, all Class 3 flammable liquids will be carried in rail tank cars that meet or exceed DOT-117 specifications,” according to the BTS report.

The post New BTS Report Highlights Progress in Converting Tank Cars to Safer Standards appeared first on Railway Age.

Union Pacific and the International Association of Sheet Metal, Air, Rail and Transportation Workers–Transportation Division on Sept. 22 announced an agreement they said “guarantees that SMART-TD members working in train and yardmaster service will have job protection for the length of their careers following the [UP-Norfolk Southern merger] transaction, subject to the usual requirements for continued employment.” UP and NS, which together would create a U.S. transcontinental railroad, notified the Surface Transportation Board late last month of their intent to file an application seeking merger approval on or before Jan. 29, 2026. It is expected that the application will be filed by Oct. 29.

UP “has committed that these [SMART-TD] employees will not face involuntary furloughs as a result of the merger,” in addition to “lifetime job protection” and “preferential hiring for affected terminal employees,” according to the railroad and the nation’s largest rail union. They reported that SMART-TD “is proud to announce its support” of the UP-NS merger. That support, they added, “will be reflected before the Surface Transportation Board in Docket No. 36873, where the union will stand behind the agreement as a model of protecting workers while advancing the industry.”

“This is a proud day [Sept. 22] for our members,” said Jeremy R. Ferguson, President of SMART-TD, which opposed the merger prior to what the railroad and union call a “groundbreaking” agreement. “For generations, railroaders have worried about what mergers might mean for their jobs and whether or not they would be given the opportunity to reach retirement on the rail. Today, we can say with confidence that the biggest railroad and the biggest rail union in America are breaking new ground. We are protecting jobs, protecting families, and protecting the future of the U.S. supply chain. I want to thank [UP CEO] Jim Vena, [NS CEO] Mark George and their teams for thinking outside the box and putting their employees at ease in unprecedented times. This is a bold agreement, and I’m proud of the mutually beneficial work done here and what Union Pacific, Norfolk Southern, and SMART-TD were able to accomplish.”

“I want to thank SMART-TD for its leadership,” Jim Vena said. “When we announced our intent to create the first transcontinental railroad in America [sic*], I made a promise to protect the jobs of all unionized employees. Those who have a job when the merger is approved will continue to have one. I am confident we will unlock new sources of growth for the country and our industry, taking more trucks off taxpayer-funded highways, serving new markets, and keeping more railroad jobs in America.”

“This merger will create opportunities for growth—not just for our business, but for our people,” Mark George said. “That’s why, from the outset, we made clear that every union employee at the combined company would have a job. Today’s [Sept. 22] commitment with SMART-TD takes that promise a step further and reflects our deep appreciation for and confidence in the people who keep our railroads moving every day.”

According to a Sept. 22 Associated Press report, “Tony Cardwell, president of the BMWED [Brotherhood of Maintenance of Way Employes Division–International Brotherhood of Teamsters], said his union rejected similar offer from Union Pacific a couple weeks ago because the railroad wouldn’t agree to protect workers if it decides to lease more of its tracks to short-line railroads to handle the final deliveries as it has already done in a couple locations. He said what good is a promise of a job if it means either taking a pay cut to go to work for a smaller railroad or moving across the country to keep a job with Union Pacific. Cardwell said that until workers in those situations are protected ‘We’re not going to support it [the proposed UP-NS merger]. In fact, we’ll vehemently deny it. And we feel like we have a close enough relationship right now with the White House that we can have an impact on this.’”

Following the proposed merger announcement on July 29, the Transport Workers Union of America (TWU) reported “strongly” opposing it, and urged “federal regulators, lawmakers, shippers, and unions to block the deal.” The TWU currently represents NS workers in Chicago, Cleveland, Pittsburgh, and Baltimore, along with Toledo, Ohio; Elkhart, Ind.; Harrisburg, Pa.; and other locations. 

Noted TWU International President John Samuelsen at that time: “Union Pacific has a shameful safety record.” Added TWU Rail Division Director John Feltz: “Union Pacific cut railroad jobs even as other freight railroads ramped up hiring after the pandemic. They are not to be trusted by railroad workers nationwide and the TWU will fight any attempt to ram through a merger that Wall Street might like but is bad for railroad workers and the safety of everyone. This is going to be a long, drawn-out process where many groups will have a say.” 

* Should be “U.S. transcontinental railroad.”

• Mr. Vena Goes to Washington
• Kloster, Schultz Chosen for STB by POTUS 47
• Merger Dialogue: Shades of ‘Pride and Prejudice’
• Deal Vs. No Deal
• Mixed Views on Mergers
• NEARS: Consolidation, Weak Economic Backdrop Highlighted
• Transcon Merger Discussion with a Former Class I CEO
• UP+NS: An ‘Absolute Monster of a Railroad’
• UP + NS: What Comes Next?
• Union Pacific + Norfolk Southern: It’s Official

The post SMART-TD Supports Proposed UP-NS Merger appeared first on Railway Age.

The parent company of Rocky Mountaineer has purchased the historic Lake Louise, Alberta, depot. Last month, Armstrong Collective announced it acquired the 1910 station that houses a restaurant and serves as a boarding location for its First Passage to the West excursion. 

The station was built by the Canadian Pacific Railway and served as one of its gateways to Banff National Park and the railroad’s hotels, including the nearby Chateau Lake Louise. 

“Rocky Mountaineer’s guests have been enjoying the incomparable scenery of Lake Louise for 35 years, and we are proud to continue our investment in the region with the purchase of the Lake Louise Railway Station and Restaurant,” said Tristan Armstrong, CEO, Armstrong Collective. “This acquisition ensures the long-term stability of an iconic community business, as well as for our Rocky Mountaineer train operations in the area. We look forward to working alongside the existing Lake Louise Railway Station and Restaurant team to continue providing incredible experiences for visitors and local residents.”

The company stated that the station restaurant would continue to be operated by its current management for the rest of the season. 

—Railfan & Railroad Staff

The post Rocky Mountaineer Buys Lake Louise Depot appeared first on Railfan & Railroad Magazine.